Vehicle having adjustable compression and rebound damping

ABSTRACT

A damping control system for a vehicle having a suspension located between a plurality of ground engaging members and a vehicle frame are disclosed. The vehicle including at least one adjustable shock absorber having an adjustable damping characteristic.

CROSS-REFERENCE TO RELATED APPLICATION

The present application is a divisional of U.S. patent application Ser.No. 16/198,280, filed Nov. 21, 2018, titled “VEHICLE HAVING ADJUSTABLECOMPRESSION AND REBOUND DAMPING”, the entire disclosure of which isincorporated herein by reference.

FIELD OF DISCLOSURE

The present disclosure relates to improved suspension characteristicsfor a vehicle and in particular to systems and methods of dampingcontrol, such as compression and/or rebound damping, for shockabsorbers.

BACKGROUND OF THE DISCLOSURE

Adjustable shock absorbers are known. Systems and methods forcontrolling one or more adjustable characteristics of adjustable shockabsorbers are disclosed in US Published Patent Application No.2016/0059660 (filed Nov. 6, 2015, titled VEHICLE HAVING SUSPENSION WITHCONTINUOUS DAMPING CONTROL) and US Published Application 2018/0141543(filed Nov. 17, 2017, titled VEHICLE HAVING ADJUSTABLE SUSPENSION).

SUMMARY OF THE DISCLOSURE

In an exemplary embodiment of the present disclosure, a recreationalvehicle is provided. The recreational vehicle includes a plurality ofground engaging members, a frame supported by the plurality of groundengaging members, a plurality of suspensions, a plurality of adjustableshock absorbers, at least one sensor positioned on the recreationalvehicle and configured to provide sensor information to a controller,and a controller operatively coupled to the sensor and the plurality ofadjustable shock absorbers. Each of the suspensions couples a groundengaging member to the frame. The controller is configured to receivesensor information from the sensor, determine a cornering event relatedto the recreational vehicle executing a turn based on the sensorinformation, and provide, to at least one of the plurality of adjustableshock absorbers and based on the cornering event, one or more commandsto result in a decrease of a damping characteristic of the at least oneof the plurality of adjustable shock absorbers.

In some instances, the controller is configured determine, based on thesensor information, a direction of the turn corresponding to thecornering event, determine, based on the direction of the turn, at leastone inner adjustable shock absorber of the plurality of adjustable shockabsorbers, and provide, to the at least one inner adjustable shockabsorber, one or more commands to result in a decrease of a compressiondamping characteristic and an increase of a rebound dampingcharacteristic. In some examples, the at least one sensor comprises aninertial measurement unit (IMU), the sensor information comprisesacceleration information indicating a lateral acceleration value, andthe controller is configured to determine the cornering event bydetermining that the recreational vehicle is turning based on comparingthe lateral acceleration value to a first threshold.

In some variations, the sensor information further comprises yaw rateinformation indicating a yaw rate. The controller is further configuredto determine the cornering event by determining that the recreationalvehicle is turning based on comparing the yaw rate to a secondthreshold. In some instances, the at least one sensor further comprisesa steering sensor and the sensor information further comprises steeringinformation indicating a steering position or a steering ratecorresponding to a steering wheel. Further, the controller is configuredto determine the cornering event by determining that the recreationalvehicle is turning based on comparing the steering position to a thirdthreshold.

In some variations, the sensor information comprises yaw rateinformation indicating a yaw rate and steering information indicating asteering position or a steering rate. The controller is furtherconfigured to prioritize the yaw rate information over the steeringinformation such that the controller is configured to determine thevehicle is executing the turn in a first direction based on the yaw rateindicating the turn in the first direction and even if the steeringposition or the steering rate indicates the turn in a second directionor does not indicate the turn. In some instances, the sensor informationcomprises acceleration information indicating a lateral accelerationvalue and yaw rate information indicating a yaw rate. The controller isfurther configured to prioritize the acceleration information over theyaw rate information such that the controller is configured to determinethe vehicle is executing the turn in a first direction based on thelateral acceleration value indicating the turn in the first directionand even if the yaw rate indicates the turn in a second direction ordoes not indicate the turn. In some examples, the sensor informationcomprises steering information indicating a steering position or asteering rate and acceleration information indicating a lateralacceleration value. The controller is further configured to prioritizingthe acceleration information over the steering information such that thecontroller is configured to determine the vehicle is executing the turnin a first direction based on the lateral acceleration value indicatingthe turn in the first direction and even if the steering position or thesteering rate indicates the turn in a second direction or does notindicate the turn.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided. The recreational vehicle includes aplurality of ground engaging members, a frame supported by the pluralityof ground engaging members, a plurality of suspensions, a plurality ofadjustable shock absorbers, a first sensor positioned on therecreational vehicle and configured to provide cornering information toa controller, a second sensor positioned on the recreational vehicle andconfigured to provide acceleration information to the controller and acontroller operatively coupled to the sensor and the plurality ofadjustable shock absorbers. Each of the suspensions couples a groundengaging member to the frame. The controller is configured to receive,from the first sensor, the cornering information, receive, from thesecond sensor, the acceleration information, determine, based on thecornering information, a cornering event corresponding to therecreational vehicle executing a turn, determine, based on theacceleration information, a position of the recreational vehicle duringthe turn, and provide, to the at least one of the plurality ofadjustable shock absorbers and based on the cornering event and theposition of the recreational vehicle during the turn, one or morecommands to result in an adjustment of a damping characteristic of theat least one of the plurality of adjustable shock absorbers.

In some instances, the second sensor is an accelerometer or an IMU. Insome examples, the controller is configured to determine the position ofthe recreational vehicle during the turn by determining, based on theacceleration information indicating a longitudinal deceleration, thatthe vehicle is entering the turn. Also, the controller is furtherconfigured to determine, based on the cornering event, a plurality ofdamping characteristics for the plurality of adjustable shock absorbers,bias, based on the determining that the vehicle is entering the turn,the plurality of damping characteristics, and generate the one or morecommands based on the plurality of biased damping characteristics. Insome instances, the controller is configured to bias the plurality ofdamping characteristics by additionally increasing the compressiondamping of a front adjustable shock absorber of the plurality ofadjustable shock absorbers, and additionally decreasing the compressiondamping of a rear adjustable shock absorber of the plurality ofadjustable shock absorbers. In some examples, the controller isconfigured to bias the plurality of damping characteristics byadditionally increasing the rebound damping of a rear adjustable shockabsorber of the plurality of adjustable shock absorbers and additionallydecreasing the rebound damping of a front adjustable shock absorber ofthe plurality of adjustable shock absorbers.

In some instances, the controller is configured to determine theposition of the recreational vehicle during the turn by determining,based on the acceleration information indicating a longitudinalacceleration, that the vehicle is exiting the turn. Also, the controlleris further configured to determine, based on the cornering event, aplurality of damping characteristics for the plurality of adjustableshock absorbers, bias, based on the determining that the vehicle isexiting the turn, the plurality of damping characteristics, and generatethe one or more commands based on the plurality of biased dampingcharacteristics. In some examples, the controller is configured to biasthe plurality of damping characteristics by additionally increasing thecompression damping of a rear adjustable shock absorber of the pluralityof adjustable shock absorbers and additionally decreasing thecompression damping of a front adjustable shock absorber of theplurality of adjustable shock absorbers. In some variations, thecontroller is configured to bias the plurality of dampingcharacteristics by additionally increasing the rebound damping of afront adjustable shock absorber of the plurality of adjustable shockabsorbers and additionally decreasing the rebound damping of a rearadjustable shock absorber of the plurality of adjustable shockabsorbers.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided. The recreational vehicle includes aplurality of ground engaging members, a frame supported by the pluralityof ground engaging members, a plurality of suspensions, a plurality ofadjustable shock absorbers, a sensor positioned on the recreationalvehicle and configured to provide sensor information to a controller,and a controller operatively coupled to the sensor and the plurality ofadjustable shock absorbers. Each of the suspensions couples a groundengaging member to the frame. The controller is configured to receivesensor information from the sensor, determine a braking eventcorresponding to the recreational vehicle based on the sensorinformation, and provide, to at least one of the plurality of adjustableshock absorbers and based on the braking event, one or more commands todecrease a damping characteristic of the at least one of the pluralityof adjustable shock absorbers.

In some instances, the controller is configured to provide one or morecommands to decrease a rebound damping characteristic of the at leastone of the plurality of adjustable shock absorbers. In some examples,the controller is configured to provide, one or more commands todecrease a compression damping characteristic of the at least one of theplurality of adjustable shock absorbers. In some variations, the sensoris a brake sensor, and the sensor information is information indicatingactuation of a brake pedal. In some instances, the controller isconfigured to provide, to a front adjustable shock absorber of theplurality of adjustable shock absorbers, a command to increase acompression damping characteristic and to decrease a rebound dampingcharacteristic. In some examples, the controller is configured toprovide, to a rear adjustable shock absorber of the plurality ofadjustable shock absorbers, a command to increase a rebound dampingcharacteristic and to decrease a compression damping characteristic.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided. The recreational vehicle includes aplurality of ground engaging members, a frame supported by the pluralityof ground engaging members, a plurality of suspensions, a plurality ofadjustable shock absorbers, a first sensor positioned on therecreational vehicle and configured to provide braking information to acontroller, a second sensor positioned on the recreational vehicle andconfigured to provide acceleration information, and a controlleroperatively coupled to the sensor and the plurality of adjustable shockabsorbers. Each of the suspensions couples a ground engaging member tothe frame. The controller is configured to receive, from the firstsensor, the braking information, receive, from the second sensor, theacceleration information, determine a braking event corresponding to therecreational vehicle based on the braking information, determine, basedon the acceleration information, an amount to reduce a dampingcharacteristic of an adjustable shock absorber from the plurality ofadjustable shock absorbers, and provide, to the adjustable shockabsorber and based on the cornering event, one or more first commands toadjust the damping characteristics of the front adjustable shockabsorber to the determined amount.

In some instances, the second sensor is an accelerometer, and theacceleration information indicates a longitudinal deceleration of therecreational vehicle. In some examples, the second sensor is an inertialmeasurement unit (IMU), and the acceleration information indicates alongitudinal deceleration of the recreational vehicle. In somevariations, the second sensor is a brake sensor, and the accelerationinformation indicates a longitudinal deceleration of the recreationalvehicle. In some instances, the adjustable shock absorber is a shockabsorber positioned at a rear portion of the recreational vehicle.

In some variations, the controller is configured to determine, based onthe acceleration information, a deceleration value, and in response todetermining the deceleration value is below a first threshold,maintaining a compression damping of the adjustable shock absorber. Insome examples, the controller is configured to determine, based on theacceleration information, a deceleration value, in response todetermining the deceleration value is greater than a first threshold andbelow a second threshold, reducing a compression damping of theadjustable shock absorber to a first value, and in response todetermining the deceleration value is greater than the first thresholdand the second threshold, reducing the compression damping of theadjustable shock absorber to a second value, wherein the second value isbelow the first value.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided. The recreational vehicle includes aplurality of ground engaging members, a frame supported by the pluralityof ground engaging members, a plurality of suspensions, a plurality ofadjustable shock absorbers, a sensor positioned on the recreationalvehicle and configured to provide airborne information and landinginformation to a controller, and a controller operatively coupled to thesensor and the plurality of adjustable shock absorbers. Each of thesuspensions couples a ground engaging member to the frame. Thecontroller is configured to receive, from the sensor, the airborneinformation, determine, based on the airborne information, an airborneevent indicating the recreational vehicle is airborne, provide, based onthe airborne event, one or more first commands to result in decreasing arebound damping characteristic for the plurality of adjustable shockabsorbers from a pre-takeoff rebound value to a free-fall rebound value,receive, from the at least one sensor, landing information, determine,based on the landing information, a landing event indicating therecreational vehicle has landed subsequent to the airborne event,determine, based on the airborne event and the landing event, a timeduration that the recreational vehicle is airborne, provide, based onthe landing event and the time duration the recreational vehicle isairborne, one or more second commands to result in increasing therebound damping characteristic for the plurality of adjustable shockabsorbers from the free-fall rebound value to a post-landing reboundvalue to prevent a landing hop, and provide one or more third commandsto result in decreasing the rebound damping characteristic for theplurality of adjustable shock absorbers from the post-landing reboundvalue to the pre-takeoff rebound value.

In some instances, the sensor is an accelerometer or an IMU. In someexamples, the sensor is an inertial measurement unit (IMU). In somevariations, the one or more third commands cause the rebound dampingcharacteristic for the plurality of adjustable shock absorbers togradually decrease from the post-landing rebound value to thepre-takeoff rebound value. In some examples, the controller is furtherconfigured to increase the post-landing rebound value as the timeduration that the recreational vehicle is airborne increases. In somevariations, the controller is further configured to in response todetermining the time duration is below a first threshold, set thepost-landing rebound value to a same value as the pre-takeoff reboundvalue. In some instances, the controller is further configured to inresponse to determining the time duration is below a first threshold,bias the post-landing rebound value for a front shock absorber of theplurality of adjustable shock absorbers different from a rear shockabsorber of the plurality of adjustable shock absorbers, and generatethe one or more second commands based on the biasing the post-landingrebound value. In some instances, the controller is configured to biasthe post-landing rebound value by additionally increasing thepost-landing rebound value for the front shock absorber.

In some examples, the controller is configured to provide, based on theairborne event, one or more fourth commands to result in graduallyincreasing a compression damping characteristic for the plurality ofadjustable shock absorbers from a pre-takeoff compression value to apost-landing compression value, provide, based on the landing event andthe time duration, one or more fifth commands to result in maintainingthe compression damping characteristic for the plurality of adjustableshock absorbers at the post-landing compression value, and provide oneor more sixth commands to result in decreasing the compression dampingcharacteristic for the plurality of adjustable shock absorbers from thepost-landing compression value to the pre-takeoff compression value. Insome instances, the controller is further configured to in response todetermining the time duration is below a first threshold, set thepost-landing compression value to a same value as the pre-takeoffcompression value. In some examples, the controller is furtherconfigured to in response to determining the time duration is below afirst threshold, bias the post-landing compression value for a frontshock absorber of the plurality of adjustable shock absorbers differentfrom a rear shock absorber of the plurality of adjustable shockabsorbers, and generate the one or more fifth commands based on thebiasing the post-landing compression value. In some variations, thecontroller is further configured to in response to determining the timeduration is below a first threshold, bias the post-landing compressionvalue for a front shock absorber of the plurality of adjustable shockabsorbers different from a rear shock absorber of the plurality ofadjustable shock absorbers, and generate the one or more fifth commandsbased on the biasing the post-landing compression value. In someexamples, the free-fall rebound value is substantially zero.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided. The recreational vehicle includes aplurality of ground engaging members, a frame supported by the pluralityof ground engaging members, a plurality of suspensions, a plurality ofadjustable shock absorbers, a sensor positioned on the recreationalvehicle and configured to provide acceleration information to acontroller, and a controller operatively coupled to the sensor and theplurality of adjustable shock absorbers. Each of the suspensions couplesa ground engaging member to the frame. The controller is configured toreceive, from the at least one sensor, the acceleration information,determine, based on the acceleration information, an orientation of thevehicle, and provide, to at least one of the plurality of adjustableshock absorbers and based on the orientation of the vehicle, one or morecommands to result in an adjustment of a damping characteristic of theat least one of the plurality of adjustable shock absorbers.

In some instances, the sensor is an accelerometer or an IMU. In someexamples, the sensor is an IMU. In some variations, the recreationalvehicle further includes an operator interface configured to provide oneor more user inputs indicating mode selections to the controller. Thecontroller is configured to provide the one or more commands to resultin the adjustment of the damping characteristic based on receiving, fromthe operator interface, user input indicating a selection of a rockcrawler mode. In some examples, the at least one sensor comprises asecond sensor configured to provide vehicle speed information to thecontroller. The controller is further configured to receive, from thesecond sensor, vehicle speed information indicating a vehicle speed ofthe recreational vehicle, and in response to determining that thevehicle speed is greater than a threshold, transitioning the vehiclefrom the rock crawler mode to a different operating mode.

In some variations, the controller is further configured to determine,based on the acceleration information, a longitudinal acceleration and alateral acceleration of the recreational vehicle, determine, based onthe longitudinal acceleration and the lateral acceleration, a pitchangle and a roll angle of the recreational vehicle, and the controlleris configured to determine the orientation of the recreational vehiclebased on the pitch angle and the roll angle. In some examples, thecontroller is configured to determine, based on the longitudinalacceleration and the lateral acceleration, that the orientation of therecreational vehicle is on flat ground, and provide, based on thedetermination that the recreational vehicle is on flat ground, one ormore commands to result in an increase of a compression dampingcharacteristic and a decrease of a rebound damping characteristic forthe at least one of the plurality of adjustable shock absorbers.

In some instances, the controller is configured to determine, based onthe longitudinal acceleration and the lateral acceleration, at least oneuphill adjustable shock absorber and at least one downhill adjustableshock absorber from the plurality of adjustable shock absorbers, andprovide, to the at least one uphill adjustable shock absorber, one ormore commands to result in an increase of a rebound dampingcharacteristic and a decrease of a compression damping characteristic.In some examples, the controller is further configured to determine,based on the longitudinal acceleration and the lateral acceleration, atleast one uphill adjustable shock absorber and at least one downhilladjustable shock absorber from the plurality of adjustable shockabsorbers, and provide, to the at least one downhill adjustable shockabsorber, one or more commands to result in an increase of a compressiondamping characteristic.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided. The recreational vehicle includes aplurality of ground engaging members, a frame supported by the pluralityof ground engaging members, a plurality of suspensions, a plurality ofadjustable shock absorbers, a sensor positioned on the recreationalvehicle and configured to provide sensor information to a controller,and a controller operatively coupled to the sensor and the plurality ofadjustable shock absorbers. Each of the suspensions couples a groundengaging member to the frame. The controller is configured to receive,from the at least one sensor, the sensor information, determine, basedon the sensor information, a sliding event corresponding to therecreational vehicle sliding while traversing a slope, and provide, toat least one of the plurality of adjustable shock absorbers and based onthe determining of the sliding event, one or more commands to result inadjusting a damping characteristic for the at least one of the pluralityof adjustable shock absorbers.

In some instances, the at least one sensor comprises an inertialmeasurement unit (IMU). Also, the sensor information comprisesacceleration information indicating a lateral acceleration value. Thecontroller is configured to determine the sliding event by determiningthat the recreational vehicle is sliding based on comparing the lateralacceleration value to a first threshold. In some examples, the sensorinformation further comprises yaw rate information indicating a yawrate. The controller is further configured to determine the corneringbased on the yaw rate. In some variations, the sensor informationcomprises acceleration information indicating a lateral accelerationvalue and yaw rate information indicating a yaw rate. The controller isfurther configured to prioritize the acceleration information over theyaw rate information such that the controller is configured to determinethe vehicle is sliding while traversing the slope based on the lateralacceleration value exceeding a first threshold and even if the yaw ratedoes not exceed a second threshold.

In some instances, the sensor information comprises steering informationindicating a steering position or a steering rate and accelerationinformation indicating a lateral acceleration value. The controller isfurther configured to prioritizing the acceleration information over thesteering information such that the controller is configured to determinethe vehicle is sliding while traversing the slope based on the lateralacceleration value exceeding a first threshold and even if the steeringposition or the steering rate does not exceed a second threshold. Insome variations, the sensor information indicates a lateralacceleration. The controller is further configured to determine, basedon the lateral acceleration, a direction of a slide corresponding to thesliding event, determining, based on the direction of the slide, atleast one leading adjustable shock absorber of the plurality ofadjustable shock absorbers, and the controller is configured to providethe one or more commands by providing, to the at least one leadingadjustable shock absorber, one or more commands to result in an increaseof a compression damping characteristic and a decrease of a rebounddamping characteristic.

In some examples, the sensor information indicates a lateralacceleration. The controller is further configured to determine, basedon the lateral acceleration, a direction of a slide corresponding to thesliding event, determining, based on the direction of the slide, atleast one trailing adjustable shock absorber of the plurality ofadjustable shock absorbers, and the controller is configured to providethe one or more commands by providing, to the at least one trailingadjustable shock absorber, one or more commands to result in a decreaseof a compression damping characteristic and an increase of a rebounddamping characteristic. In some variations, the sensor informationindicates a longitudinal acceleration. The controller is furtherconfigured to determine, based on the longitudinal acceleration, anorientation of the vehicle, determine, based on the orientation of thevehicle, a plurality of damping characteristics for the plurality ofadjustable shock absorbers, bias, based on the orientation of thevehicle, the plurality of damping characteristics, and generate the oneor more commands based on the plurality of biased dampingcharacteristics.

In some instances, the controller is configured to bias the plurality ofdamping characteristics by additionally increasing a compression dampingof a downhill adjustable shock absorber of the plurality of adjustableshock absorbers and additionally decreasing a compression damping of anuphill adjustable shock absorber of the plurality of adjustable shockabsorbers. In some examples, the controller is configured to bias theplurality of damping characteristics by additionally increasing therebound damping of an uphill adjustable shock absorber of the pluralityof adjustable shock absorbers.

In another exemplary embodiment of the present disclosure, a method andvehicle of adjusting a plurality of adjustable shock absorbers of arecreational vehicle traveling over terrain including at least one duneis provided. For example, the method and vehicle determines anorientation of the recreational vehicle based on a longitudinalacceleration of the vehicle, determines a slide of the recreationalvehicle based on a lateral acceleration of the vehicle, detects therecreational vehicle is sliding across the dune based on the orientationand the slide of the recreational vehicle, and adjusts at least onedamping characteristic of the plurality of adjustable shock absorbers toturn the recreational vehicle into the dune as the recreational vehiclecontinues across the dune.

In some instances, the method and vehicle determines, based on theslide, at least one leading adjustable shock absorber and at least onetrailing adjustable shock absorber of the plurality of adjustable shockabsorbers and provides, to the at least one leading adjustable shockabsorber, one or more commands to result in an increase of a compressiondamping characteristic and a decrease in a rebound dampingcharacteristic. In some examples, the method and vehicle determines,based on the slide, at least one leading adjustable shock absorber andat least one trailing adjustable shock absorber of the plurality ofadjustable shock absorbers and provides, to the at least one trailingadjustable shock absorber, one or more commands to result in an increaseof a rebound damping characteristic and a decrease of a compressiondamping characteristic.

In some variations, the method and vehicle determines, based on theorientation, at least one uphill adjustable shock absorber and at leastone downhill adjustable shock absorber of the plurality of adjustableshock absorbers and provides, to the at least one uphill adjustableshock absorber, one or more commands to result in an increase of acompression damping characteristic. In some instances, the method andvehicle determines, based on the orientation, at least one uphilladjustable shock absorber and at least one downhill adjustable shockabsorber of the plurality of adjustable shock absorbers and provides, tothe at least one downhill adjustable shock absorber, one or morecommands to result in an increase of a rebound damping characteristicand a decrease of the compression damping characteristic.

Additional features of the present disclosure will become apparent tothose skilled in the art upon consideration of the following detaileddescription of illustrative embodiments exemplifying the best mode ofcarrying out the invention as presently perceived.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many additional features of the present systemand method will become more readily appreciated and become betterunderstood by reference to the following detailed description when takenin conjunction with the accompanying drawings, where:

FIG. 1 shows a representative view of components of a vehicle of thepresent disclosure having a suspension with a plurality of continuousdamping control shock absorbers and a plurality of sensors integratedwith a controller of the vehicle;

FIG. 2 shows an adjustable damping shock absorber coupled to a vehiclesuspension;

FIG. 3 shows an x-axis, a y-axis, and a z-axis for a vehicle, such as anATV;

FIG. 4 shows a representative view of an exemplary power system for thevehicle of FIG. 1;

FIG. 5 shows a representative view of an exemplary controller of thevehicle of FIG. 1;

FIG. 6 shows a first, perspective view of an exemplary vehicle;

FIG. 7 shows a second, perspective view of the exemplary vehicle of FIG.6;

FIG. 8 shows a side view of the exemplary vehicle of FIG. 6;

FIG. 9 shows a bottom view of the exemplary vehicle of FIG. 6;

FIG. 10 shows an exemplary control system for controlling the damping ofone or more shock absorbers;

FIG. 11 shows an exemplary flowchart describing the operation of thesuspension controller during a cornering event and/or a braking event;

FIG. 12 shows an example of the suspension controller adjusting theadjustable shock absorbers for the vehicle during a braking event;

FIG. 13 shows an example of the suspension controller adjusting theadjustable shock absorbers for the vehicle during a cornering event;

FIG. 14 shows an example flowchart describing the operation of thesuspension controller 86 during an airborne event and a landing event;

FIG. 15 shows an example representation of the compression and rebounddamping characteristics of a vehicle during a pre-takeoff period, afree-fall period, and a post-landing period;

FIG. 16 shows an exemplary flowchart describing the suspensioncontroller performing in a rock crawl operation;

FIG. 17 shows an example of the suspension controller adjusting theadjustable shock absorbers for the vehicle performing in a rock crawloperation;

FIG. 18 shows another example of the suspension controller adjusting theadjustable shock absorbers for the vehicle performing in a rock crawloperation;

FIG. 19 shows another example of the suspension controller adjusting theadjustable shock absorbers for the vehicle performing in a rock crawloperation;

FIG. 20 shows another example of the suspension controller adjusting theadjustable shock absorbers for the vehicle performing in a rock crawloperation;

FIG. 21 shows an exemplary flowchart describing the operation of thesuspension controller during a sliding event;

FIG. 22 shows another example of the suspension controller adjusting theadjustable shock absorbers during the sliding event;

FIG. 23 shows another example of the suspension controller adjusting theadjustable shock absorbers during the sliding event;

FIG. 24 shows an exemplary flowchart illustrating a method forperforming real-time correction of the inertial measurement of avehicle;

FIG. 25 shows an exemplary schematic block diagram illustrating anexample of logic components in the suspension controller;

FIG. 26 shows an exemplary flowchart describing the operation of thesuspension controller when switching between driver modes;

FIG. 27 shows an exemplary physical switch for adjusting driving modes;

FIG. 28 shows an exemplary graphical user interface for adjusting drivermodes;

FIG. 29 shows an exemplary flowchart describing a method forimplementing egress aid for a vehicle;

FIG. 30 illustrates a representative view of a sway bar of the vehicleof FIG. 1; and

FIG. 31 illustrates a view of another exemplary vehicle.

DETAILED DESCRIPTION OF EMBODIMENTS

For the purposes of promoting an understanding of the principles of thepresent disclosure, reference will now be made to the embodimentsillustrated in the drawings, which are described below. The embodimentsdisclosed below are not intended to be exhaustive or limited to theprecise form disclosed in the following detailed description. Rather,the embodiments are chosen and described so that others skilled in theart may utilize their teachings.

Referring now to FIG. 1, the present disclosure relates to a vehicle 10having a suspension system 11 located between a plurality of groundengaging members 12 and a vehicle frame 14. Exemplary ground engagingmembers 12 include wheels, skis, guide tracks, treads or other suitabledevices for supporting the vehicle relative to the ground. Thesuspension typically includes springs 16 and shock absorbers 18 coupledbetween the ground engaging members 12 and the frame 14. The springs 16may include, for example, coil springs, leaf springs, air springs orother gas springs. The air or gas springs 16 may be adjustable. See, forexample, U.S. Pat. No. 7,950,486, assigned to the current assignee, theentire disclosure of which is incorporated herein by reference.

The adjustable shock absorbers 18 are often coupled between the vehicleframe 14 and the ground engaging members 12 through an A-arm linkage 70(See FIG. 2) or other type linkage. Springs 16 are also coupled betweenthe ground engaging members 12 and the vehicle frame 14. FIG. 2illustrates an adjustable shock absorber 18 mounted on an A-arm linkage70 having a first end pivotably coupled to the vehicle frame 14 and asecond end pivotably coupled to A-arm linkage 70 which moves with wheel12. A damping control activator 74 is coupled to controller 20 by one ormore wires 76. An exemplary damping control activator is anelectronically controlled valve which is activated to increase ordecrease the damping characteristics of adjustable shock absorber 18.

In one embodiment, the adjustable shock absorbers 18 include solenoidvalves mounted at the base of the shock body or internal to a damperpiston of the shock absorber 18. The stiffness of the shock is increasedor decreased by introducing additional fluid to the interior of theshock absorber, removing fluid from the interior of the shock absorber,and/or increasing or decreasing the ease with which fluid can pass froma first side of a damping piston of the shock absorber to a second sideof the damping piston of the shock absorber. In another embodiment, theadjustable shock absorbers 18 include a magnetorheological fluidinternal to the shock absorber 18. The stiffness of the shock isincreased or decreased by altering a magnetic field experienced by themagnetorheological fluid. Additional details on exemplary adjustableshocks are provided in US Published Patent Application No. 2016/0059660,filed Nov. 6, 2015, titled VEHICLE HAVING SUSPENSION WITH CONTINUOUSDAMPING CONTROL, assigned to the present assignee, the entire disclosureof which is expressly incorporated by reference herein.

In one embodiment, a spring 16 and shock 18 are located adjacent each ofthe ground engaging members 12. In an all-terrain vehicle (ATV), forexample, a spring 16 and an adjustable shock 18 are provided adjacenteach of the four wheels 12. In a snowmobile, for example, one or moresprings 16 and one or more adjustable shocks 18 are provided for each ofthe two front skis and the rear tread. Some manufacturers offeradjustable springs 16 in the form of either air springs or hydraulicpreload rings. These adjustable springs 16 allow the operator to adjustthe ride height on the go. However, a majority of ride comfort comesfrom the damping provided by shock absorbers 18.

In an illustrated embodiment, controller 20 provides signals and/orcommands to adjust damping characteristics of the adjustable shocks 18.For example, the controller 20 provides signals to adjust damping of theshocks 18 in a continuous or dynamic manner. In other words, adjustableshocks 18 may be adjusted to provide differing compression damping,rebound damping, or both. In one embodiment, adjustable shocks 18include a first controllable valve to adjust compression damping and asecond controllable valve to adjust rebound damping. In anotherembodiment, adjustable shocks include a combination valve which controlsboth compression damping and rebound damping.

In an illustrated embodiment of the present disclosure, an operatorinterface 22 is provided in a location easily accessible to the driveroperating the vehicle. For example, the operator interface 22 is eithera separate user interface mounted adjacent the driver's seat on thedashboard or integrated onto a display within the vehicle. Operatorinterface 22 includes user input devices to allow the driver or apassenger to manually adjust shock absorber 18 damping during operationof the vehicle based on road conditions that are encountered or toselect a preprogrammed active damping profile for shock absorbers 18 byselecting a ride mode. In one embodiment, a selected ride mode (e.g., aselected driver mode) alters characteristics of suspension system 11alone, such as the damping profile for shock absorbers 18. In oneembodiment, a selected ride mode alters characteristics of suspensionsystem 11 and other vehicle systems, such as a driveline torquemanagement system 50 or a steering system 104.

Exemplary input devices for operator interface 22 include levers,buttons, switches, soft keys, and other suitable input devices. Operatorinterface 22 may also include output devices to communicate informationto the operator. Exemplary output devices include lights, displays,audio devices, tactile devices, and other suitable output devices. Inanother illustrated embodiment, the user input devices are on a steeringwheel, handle bar, or other steering control of the vehicle 10 tofacilitate actuation of the damping adjustment. For example, referringto FIG. 27, a physical switch 820 may be located on the steering wheel,handle bar, or other steering control of the vehicle 10. A display 24 isalso provided on or next to the operator interface 22 or integrated intoa dashboard display of vehicle 10 to display information related to thecompression and/or rebound damping characteristics.

As explained in further detail below, controller 20 receives user inputsfrom operator interface 22 and adjusts the damping characteristics ofthe adjustable shocks 18 accordingly. The operator may independentlyadjust front and rear shock absorbers 18 to adjust the ridecharacteristics of the vehicle 10. In certain embodiments, each of theshocks 18 is independently adjustable so that the dampingcharacteristics of the shocks 18 are changed from one side of thevehicle 10 to another. Side-to-side adjustment is desirable during sharpturns or other maneuvers in which different damping profiles for shockabsorbers 18 on opposite sides of the vehicle improves the handlingcharacteristics of the vehicle. The damping response of the shockabsorbers 18 can be changed in a matter of milliseconds to providenearly instantaneous changes in damping for potholes, dips in the road,or other driving conditions. Additionally, and/or alternatively,controller 20 may independently adjust the damping characteristics offront and/or rear shocks 18. An advantage, among others, of adjustingthe damping characteristics of the front and/or rear shocks 18 is thatthe vehicle 10 may be able to operate more efficiently in rough terrain.

The controller 20 communicates with (e.g., provides, transmits,receives, and/or obtains) multiple vehicle condition sensors 40. Forexample, a wheel accelerometer 25 is coupled adjacent each groundengaging member 12. The controller 20 communicates with each of theaccelerometers 25. For instance, the accelerometers 25 may provideinformation indicating movement of the ground engaging members and thesuspension components 16 and 18 as the vehicle traverses differentterrain. Further, the controller 20 may communicate with additionalvehicle condition sensors 40, such as a vehicle speed sensor 26, asteering sensor 28, a chassis supported accelerometer 30, a chassissupported gyroscope 31, an inertial measurement unit (IMU) 37 (shown onFIG. 10), a physical switch 820 (shown on FIG. 10), and other sensorswhich monitor one or more characteristics of vehicle 10.

Accelerometer 30 is illustratively a three-axis accelerometer supportedon the chassis of the vehicle 10 to provide information indicatingacceleration forces of the vehicle 10 during operation. In someinstances, accelerometer 30 is located at or close to a center position(e.g., a center of gravity position) of vehicle 10. In other instances,the accelerometer 30 is located at a position that is not near thecenter of gravity of the vehicle 10. In the exemplary vehicle 200illustrated in FIGS. 6-9, the chassis accelerometer 30 is located alonga longitudinal centerline plane 122 of vehicle 200. The x-axis, y-axis,and z-axis for a vehicle 10, illustratively an ATV, are shown in FIG. 3.

Gyroscope 31 is illustratively a three-axis gyroscope supported on thechassis to provide indications of inertial measurements, such as rollrates, pitch rates, and/or yaw rates, of the vehicle during operation.In one embodiment, accelerometer 30 is not located at a center ofgravity of vehicle 10 and the readings of gyroscope 31 are used bycontroller 20 to determine the acceleration values of vehicle 10 at thecenter of gravity of vehicle 10. In one embodiment, accelerometer 30 andgyroscope 31 are integrated into the controller 20, such as a suspensioncontroller 86.

In some examples and referring to FIG. 10, an IMU, such as the IMU 37 issupported on the chassis to provide indications of the inertialmeasurements, including the angular rate and/or the acceleration forces,of the vehicle 10 during operation. The IMU 37 may include thefunctionalities of the accelerometer 30 and/or the gyroscope 31. Assuch, in some instances, the accelerometer 30 and/or the gyroscope 31are optional and might not be included in the vehicle 10. In otherinstances, the vehicle 10 may include the gyroscope 31 and theaccelerometer 30 instead of the IMU 37.

The controller 20 may also communicate with additional vehicle conditionsensors 40, such as a brake sensor 32, a throttle position sensor 34, awheel speed sensor 36, and/or a gear selection sensor 38.

Referring to FIG. 4, one embodiment of a driveline torque managementsystem 50 of vehicle 10 is illustrated. Driveline torque managementsystem 50 controls the amount of torque exerted by each of groundengaging members 12. Driveline torque management system 50 provides apositive torque to one or more of ground engaging members 12 to powerthe movement of vehicle 10 through a power system 60. Driveline torquemanagement system 50 further provides a negative torque to one or moreof ground engaging members 12 to slow or stop a movement of vehicle 10through a braking system 75. In one example, each of ground engagingmembers 12 has an associated brake of braking system 75.

Power system 60 includes a prime mover 62. Exemplary prime movers 62include internal combustion engines, two stroke internal combustionengines, four stroke internal combustion engines, diesel engines,electric motors, hybrid engines, and other suitable sources of motiveforce. To start the prime mover 62, a power supply system 64 isprovided. The type of power supply system 64 depends on the type ofprime mover 62 used. In one embodiment, prime mover 62 is an internalcombustion engine and power supply system 64 is one of a pull startsystem and an electric start system. In one embodiment, prime mover 62is an electric motor and power supply system 64 is a switch system whichelectrically couples one or more batteries to the electric motor.

A transmission 66 is coupled to prime mover 62. Transmission 66 convertsa rotational speed of an output shaft 61 of prime mover 62 to one of afaster rotational speed or a slower rotational speed of an output shaft63 of transmission 66. It is contemplated that transmission 66 mayadditionally rotate output shaft 63 at the same speed as output shaft61.

In the illustrated embodiment, transmission 66 includes a shiftabletransmission 68 and a continuously variable transmission (“CVT”) 71. Inone example, an input member of CVT 71 is coupled to prime mover 62. Aninput member of shiftable transmission 68 is in turn coupled to anoutput member of CVT 71. In one embodiment, shiftable transmission 68includes a forward high setting, a forward low setting, a neutralsetting, a park setting, and a reverse setting. The power communicatedfrom prime mover 62 to CVT 71 is provided to a drive member of CVT 71.The drive member in turn provides power to a driven member through abelt. Exemplary CVTs are disclosed in U.S. Pat. Nos. 3,861,229;6,176,796; U.S. Pat. Nos. 6,120,399; 6,860,826; and 6,938,508, thedisclosures of which are expressly incorporated by reference herein. Thedriven member provides power to an input shaft of shiftable transmission68. Although transmission 66 is illustrated as including both shiftabletransmission 68 and CVT 71, transmission 66 may include only one ofshiftable transmission 68 and CVT 71. Further, transmission 66 mayinclude one or more additional components.

Transmission 66 is further coupled to at least one differential 73 whichis in turn coupled to at least one ground engaging members 12.Differential 73 may communicate the power from transmission 66 to one ofground engaging members 12 or multiple ground engaging members 12. In anATV embodiment, one or both of a front differential and a reardifferential are provided. The front differential powering at least oneof two front wheels of the ATV and the rear differential powering atleast one of two rear wheels of the ATV. In a side-by-side vehicleembodiment having seating for at least an operator and a passenger in aside-by-side configuration, one or both of a front differential and arear differential are provided. The front differential powering at leastone of two front wheels of the side-by-side vehicle and the reardifferential powering at least one of multiple rear wheels of theside-by-side vehicle. In one example, the side-by-side vehicle has threeaxles and a differential is provided for each axle. An exemplaryside-by-side vehicle 200 is illustrated in FIGS. 6-9.

In one embodiment, braking system 75 includes anti-lock brakes. In oneembodiment, braking system 75 includes active descent control and/orengine braking. In one embodiment, braking system 75 includes a brakeand in some embodiments a separate parking brake. Braking system 75 maybe coupled to any of prime mover 62, transmission 66, differential 73,and ground engaging members 12 or the connecting drive memberstherebetween. Brake sensor 32, in one example, monitors when brakingsystem 75 is applied. In one example, brake sensor 32 monitors when auser actuatable brake input, such as brake pedal 232 (see FIG. 7) invehicle 200, is applied.

Referring to FIG. 5, controller 20 has at least one associated memory76. Controller 20 provides the electronic control of the variouscomponents of vehicle 10. Further, controller 20 is operatively coupledto a plurality of vehicle condition sensors 40 as described above, whichmonitor various parameters of the vehicle 10 or the environmentsurrounding the vehicle 10. Controller 20 performs certain operations(e.g., provides commands) to control one or more subsystems of othervehicle components. In certain embodiments, the controller 20 forms aportion of a processing subsystem including one or more computingdevices having memory, processing, and communication hardware.Controller 20 may be a single device or a distributed device, and thefunctions of the controller 20 may be performed by hardware and/or ascomputer instructions on a non-transitory computer readable storagemedium, such as memory 76.

As illustrated in the embodiment of FIG. 5, controller 20 is representedas including several controllers. These controllers may each be singledevices or distributed devices or one or more of these controllers maytogether be part of a single device or distributed device. The functionsof these controllers may be performed by hardware and/or as computerinstructions on a non-transitory computer readable storage medium, suchas memory 76.

In one embodiment, controller 20 includes at least two separatecontrollers which communicate over a network 78. In one embodiment,network 78 is a CAN network. Details regarding an exemplary CAN networkare disclosed in U.S. patent application Ser. No. 11/218,163, filed Sep.1, 2005, the disclosure of which is expressly incorporated by referenceherein. Of course any suitable type of network or data bus may be usedin place of the CAN network. In one embodiment, two wire serialcommunication is used for some connections.

Referring to FIG. 5, controller 20 includes an operator interfacecontroller 80 which controls communication with an operator throughoperator interface 22. A prime mover controller 82 controls theoperation of prime mover 62. A transmission controller 84 controls theoperation of transmission system 66.

A suspension controller 86 controls adjustable portions of suspensionsystem 11. Exemplary adjustable components include adjustable shocks 18,adjustable springs 16, and/or configurable stabilizer bars. Additionaldetails regarding adjustable shocks, adjustable springs, andconfigurable stabilizer bars is provided in US Published PatentApplication No. 2016/0059660, filed Nov. 6, 2015, titled VEHICLE HAVINGSUSPENSION WITH CONTINUOUS DAMPING CONTROL, assigned to the presentassignee, the entire disclosure of which is expressly incorporated byreference herein.

Communication controller 88 controls communications between acommunication system 90 of vehicle 10 and remote devices, such as othervehicles, personal computing devices, such as cellphones or tablets, acentralized computer system maintaining one or more databases, and othertypes of devices remote from vehicle 10 or carried by riders of vehicle10. In one embodiment, communication controller 88 of vehicle 10communicates with paired devices over a wireless network. An exemplarywireless network is a radio frequency network utilizing a BLUETOOTHprotocol. In this example, communication system 90 includes a radiofrequency antenna. Communication controller 88 controls the pairing ofdevices to vehicle 10 and the communications between vehicle 10 and theremote device. In one embodiment, communication controller 88 of vehicle10 communicates with remote devices over a cellular network. In thisexample, communication system 90 includes a cellular antenna andcommunication controller 88 receives and sends cellular messages fromand to the cellular network. In one embodiment, communication controller88 of vehicle 10 communicates with remote devices over a satellitenetwork. In this example, communication system 90 includes a satelliteantenna and communication controller 88 receives and sends messages fromand to the satellite network. In one embodiment, vehicle 10 is able tocommunicate with other vehicles 10 over a Radio Frequency mesh networkand communication controller 88 and communication system 90 areconfigured to enable communication over the mesh network. An exemplaryvehicle communication system is disclosed in U.S. patent applicationSer. No. 15/262,113, filed Sep. 12, 2016, titled VEHICLE TO VEHICLECOMMUNICATIONS DEVICE AND METHODS FOR RECREATIONAL VEHICLES, the entiredisclosure of which is expressly incorporated by reference herein.

A steering controller 102 controls portions of a steering system 104. Inone embodiment, steering system 104 is a power steering system andincludes one or more steering sensors 28 (shown in FIG. 1). Exemplarysensors and electronic power steering units are provided in U.S. patentapplication Ser. No. 12/135,107, assigned to the assignee of the presentapplication, titled VEHICLE, docket PLR-06-22542.02P, the disclosure ofwhich is expressly incorporated by reference herein. A vehiclecontroller 92 controls lights, loads, accessories, chassis levelfunctions, and other vehicle functions. A ride height controller 96controls the preload and operational height of the vehicle. In oneembodiment, ride height controller controls springs 16 to adjust a rideheight of vehicle 10, either directly or through suspension controller86. In one example, ride height controller 96 provides more groundclearance in a comfort ride mode compared to a sport ride mode.

An agility controller 100 controls a braking system of vehicle 10 andthe stability of vehicle 10. Control methods of agility controller 100may include integration into braking circuits (ABS) such that astability control system can improve dynamic response (vehicle handlingand stability) by modifying the shock damping in conjunction withelectronic braking control.

In one embodiment, controller 20 either includes a location determiner110 and/or communicates via network 78 to a location determiner 110. Thelocation determiner 110 determines a current geographical location ofvehicle 10. An exemplary location determiner 110 is a GPS unit whichdetermines the position of vehicle 10 based on interaction with a globalsatellite system.

Referring to FIGS. 6-9, an exemplary side-by-side vehicle 200 isillustrated. Vehicle 200, as illustrated, includes a plurality of groundengaging members 12. Illustratively, ground engaging members 12 arewheels 204 and associated tires 206. As mentioned herein, one or more ofground engaging members 12 are operatively coupled to power system 60(see FIG. 4) to power the movement of vehicle 200 and braking system 75to slow movement of vehicle 200.

Referring to the illustrated embodiment in FIG. 6, a first set ofwheels, one on each side of vehicle 200, generally correspond to a frontaxle 208. A second set of wheels, one on each side of vehicle 200,generally correspond to a rear axle 210. Although each of front axle 208and rear axle 210 are shown having a single ground engaging member 12 oneach side, multiple ground engaging members 12 may be included on eachside of the respective front axle 208 and rear axle 210. As configuredin FIG. 6, vehicle 200 is a four wheel, two axle vehicle.

Referring to FIG. 9, wheels 204 of front axle 208 are coupled to a frame212 of vehicle 200 through front independent suspensions 214. Frontindependent suspensions 214 in the illustrated embodiment are doubleA-arm suspensions. Other types of suspensions systems may be used forfront independent suspensions 214. The wheels 204 of rear axle 210 arecoupled to frame 212 of vehicle 200 through rear independent suspensions216. Other types of suspensions systems may be used for rear independentsuspensions 216.

Returning to FIG. 6, vehicle 200 includes a cargo carrying portion 250.Cargo carrying portion 250 is positioned rearward of an operator area222. Operator area 222 includes seating 224 and a plurality of operatorcontrols. In the illustrated embodiment, seating 224 includes a pair ofbucket seats. In one embodiment, seating 224 is a bench seat. In oneembodiment, seating 224 includes multiple rows of seats, either bucketseats or bench seats or a combination thereof. Exemplary operatorcontrols include a steering wheel 226, a gear selector 228, anaccelerator pedal 230 (see FIG. 7), and a brake pedal 232 (see FIG. 7).Steering wheel 226 is operatively coupled to the wheels of front axle208 to control the orientation of the wheels relative to frame 212. Gearselector 228 is operatively coupled to the shiftable transmission 68 toselect a gear of the shiftable transmission 68. Exemplary gears includeone or more forward gears, one or more reverse gears, and a parksetting. Accelerator pedal 230 is operatively coupled to prime mover 62to control the speed of vehicle 200. Brake pedal 232 is operativelycoupled to brake units associated with one or more of wheels 204 to slowthe speed of vehicle 200.

Operator area 222 is protected with a roll cage 240. Referring to FIG.6, side protection members 242 are provided on both the operator side ofvehicle 200 and the passenger side of vehicle 200. In the illustratedembodiment, side protection members 262 are each a unitary tubularmember.

In the illustrated embodiment, cargo carrying portion 250 includes acargo bed 234 having a floor 256 and a plurality of upstanding walls.Floor 256 may be flat, contoured, and/or comprised of several sections.Portions of cargo carrying portion 250 also include mounts 258 whichreceive an expansion retainer (not shown). The expansion retainers whichmay couple various accessories to cargo carrying portion 250. Additionaldetails of such mounts and expansion retainers are provided in U.S. Pat.No. 7,055,454, to Whiting et al., filed Jul. 13, 2004, titled “VehicleExpansion Retainers,” the entire disclosure of which is expresslyincorporated by reference herein.

Front suspensions 214A and 214B each include a shock absorber 260,respectively. Similarly, rear suspensions 216A and 216B each include ashock absorber 262. In one embodiment each of shock absorbers 260 andshock absorbers 262 are electronically adjustable shocks 18 which arecontrolled by a controller 20 of vehicle 200.

Additional details regarding vehicle 200 are provided in U.S. Pat. Nos.8,827,019 and 9,211,924, assigned to the present assignee, the entiredisclosures of which are expressly incorporated by reference herein.Other exemplary recreational vehicles include ATVs, utility vehicles,snowmobiles, other recreational vehicles designed for off-road use,on-road motorcycles, and other suitable vehicles (e.g., FIG. 31).

FIG. 10 shows an exemplary control system 300 for controlling thedamping of shock absorbers 18. In some instances, the control system 300may be included in the vehicle 10 and/or the vehicle 200 describedabove. For example, the suspension controller 86 may communicate with(e.g., receive and/or provide) one or more entities (e.g., sensors,devices, controllers, and/or subsystems) from the vehicle 10 and/or 200described above. Additionally, and/or alternatively, the vehicle 10 and200 may be the same vehicle (e.g., the vehicle 200 may include entitiesfrom vehicle 10, such as the suspension controller 86).

Additionally, the controller 20 may include a suspension controller 86as described above in FIG. 5. The suspension controller 86 maycommunicate with the plurality of vehicle condition sensors 40 asdescribed above. Further, the suspension controller 86 may provideinformation (e.g., one or more commands) to each of the adjustable shockabsorbers 18 a, 18 b, 18 c, and 18 d. For example, the suspensioncontroller 86 may provide commands to adjust the compression dampingcharacteristic and/or the rebound damping characteristic for theadjustable shock absorbers 18 a, 18 b, 18 c, and 18 d.

While exemplary sensors, devices, controllers, and/or subsystems areprovided in FIG. 10, additional exemplary sensors, devices, controllers,and/or subsystems used by the suspension controller 86 to adjust shockabsorbers 18 are provided in US Published Patent Application No.2016/0059660 (filed Nov. 6, 2015, titled VEHICLE HAVING SUSPENSION WITHCONTINUOUS DAMPING CONTROL) and US Published Application 2018/0141543(filed Nov. 17, 2017, titled VEHICLE HAVING ADJUSTABLE SUSPENSION), bothassigned to the present assignee and the entire disclosures of eachexpressly incorporated by reference herein.

The illustrative control system 300 is not intended to suggest anylimitation as to the scope of use or functionality of embodiments of thepresent disclosure. Neither should the illustrative control system 300be interpreted as having any dependency or requirement related to anysingle entity or combination of entities illustrated therein.Additionally, various entities depicted in FIG. 10, in embodiments, maybe integrated with various ones of the other entities depicted therein(and/or entities not illustrated). For example, the suspensioncontroller 86 may be included within the controller 20, and maycommunicate with one or more vehicle condition sensors 40 as describedabove. The functionalities of the suspension controller 86 and/or otherentities in control system 300 will be described below.

Cornering Event and Braking Event

FIG. 11 shows an example flowchart describing the operation of thesuspension controller 86 during a cornering event and/or a brakingevent. FIGS. 12 and 13 show examples of the suspension controller 86adjusting the shock absorbers 18 for the vehicle 10 during a corneringevent and/or braking event. As will be described in more detail below,for better performance during a braking and/or cornering event, avehicle, such as vehicle 10, may use a controller 20 (e.g., thesuspension controller 86) to adjust the rebound and/or compressiondamping. For instance, during a cornering event, the suspensioncontroller 86 may reduce (e.g., decrease) the compression damping of theinner adjustable shock absorbers 18, which may cause the vehicle 10 toride lower during cornering and/or to be less upset when the innerground engaging members 12 encounter bumps. Further, the suspensioncontroller 86 may reduce the rebound damping of the outside adjustableshock absorbers 18, which may promote shock extensions to flatten thevehicle 10 and/or cause the wheels of the vehicle 10 to follow theground better to provide better traction. Additionally, and/oralternatively, the suspension controller 86 may increase the compressiondamping of the outside adjustable shocks 18 and/or increase the rebounddamping of the inside adjustable shock absorbers 18.

During a braking event, the suspension controller 86 may reduce thecompression damping for the rear adjustable shock absorbers 18 based ona deceleration rate (e.g., deceleration value), which may causeincreased stability of the vehicle 10 during bumps and/or rough trails.Further, by reducing the compression damping for the rear adjustableshock absorbers 18, the suspension controller 86 may cause the rearground engaging members 12 to absorb events, such as bumps, better.Also, the suspension controller 86 may also reduce the rebound dampingfor the front adjustable shock absorbers 18, which may promote shockextensions to flatten the vehicle 10 and/or cause the wheels of thevehicle 10 to follow the ground better to provide better traction.Additionally, and/or alternatively, the suspension controller 86 mayincrease the compression damping of the front adjustable shocks 18and/or increase the rebound damping of the rear adjustable shockabsorbers 18. By increasing the rebound damping of the rear adjustableshock absorbers 18, the vehicle 10 may be better able to control thepitch body movement and/or weight transfer during a braking event.Further, the suspension controller 86 may hold the vehicle 10 flatterand/or more stable when the vehicle 10 encounters bumps while braking.

In operation, at step 402, the suspension controller 86 may receivesteering information from one or more sensors, such as the steeringsensor 28. The steering information may indicate a steering position,steering angle, and/or steering rate of a steering wheel, such assteering wheel 226. The steering position and/or angle may indicate aposition and/or an angle of the steering wheel for the vehicle 10. Thesteering rate may indicate a change of the position and/or angle of thesteering wheel over a period of time.

At step 404, the suspension controller 86 may receive yaw rateinformation from one or more sensors, such as the gyroscope 31 and/orthe IMU 37. The yaw information indicates the yaw rate of the vehicle10.

At step 406, the suspension controller 86 may receive accelerationinformation indicating an acceleration rate or deceleration rate of thevehicle 10 from one or more sensors, such as the IMU 37 and/or thechassis accelerometer 30. The acceleration information may indicatemulti-axis acceleration values of the vehicle, such as a longitudinalacceleration and/or a lateral acceleration. In some examples, thesuspension controller 86 may receive information from another sensor,such as the throttle position sensor 34 and/or the accelerator pedalsensor 33. The suspension controller 86 use the information to determinethe acceleration rate. For example, the suspension controller 86 may usethe throttle position from the throttle position sensor and/or theposition of the accelerator pedal 230 from the acceleration pedal sensor33 to determine whether the vehicle 10 is accelerating and/ordecelerating.

At step 408, the suspension controller 86 may receive brake informationfrom a sensor, such as the brake sensor 32. The brake information mayindicate a position (e.g., braking and/or not braking) of the brakepedal 232. Additionally, and/or alternatively, the brake information mayindicate an amount of brake pressure on the brake pedal 232.

At step 410, the suspension controller 86 may receive an operating modeof the vehicle 10 from the operator interface 22 and/or one or moreother controllers (e.g., controller 20). Each mode may include adifferent setting for the rebound and/or compression damping. Anoperator (e.g., user) may input a mode of operation on the operatorinterface 22. The operator interface 22 may provide the user inputindicating the mode of operation to the controller 20 and/or thesuspension controller 86. The suspension controller 86 may use the userinput to determine the mode of operation for the vehicle 10.

At step 412, the suspension controller 86 may determine whether acornering event (e.g., a turn) is occurring. Further, the suspensioncontroller 86 may determine a direction of the turn (e.g., a left turnor a right turn). For example, the suspension controller 86 maydetermine the cornering event and/or direction of the turn based on thesteering information indicating a steering rate, angle, and/or position,yaw rate information indicating a yaw rate, and/or the accelerationinformation indicating a lateral acceleration. The suspension controller86 may compare the steering rate, steering angle, steering position, yawrate, and/or lateral acceleration with one or more correspondingthresholds (e.g., pre-determined, pre-programmed, and/or user-defined)to determine the cornering event. The suspension controller 86 may usethe positive and/or negative values of the steering rate, angle,position, yaw rate, and/or lateral acceleration to determine thedirection of the turn.

In some examples, the suspension controller 86 may determine thecornering event based on the steering rate, angle, and/or position beinggreater than a threshold. In such examples, the method 400 may move tostep 414. Otherwise, if the suspension controller 86 determines that thesteering rate, angle and/or position is below the threshold, the method400 may move to step 418. In some variations, the suspension controller86 may determine the cornering event based on the yaw rate. For example,based on the yaw rate being greater than a threshold, the suspensioncontroller 86 may determine a cornering event is occurring. In someinstances, the suspension controller 86 may determine the corneringevent based on a lateral acceleration. For example, based on the lateralacceleration being greater than a threshold, the suspension controller86 may determine that a cornering event is occurring.

In some variations, the suspension controller 86 may prioritize thesteering information, the yaw rate information, and/or the accelerationinformation, and determine the cornering event based on the priorities.For instance, in some examples, the steering position and/or angle,steering rate, yaw rate, and lateral acceleration may all indicate aturn. In other examples, the steering position and/or angle, steeringrate, yaw rate, and/or lateral acceleration may conflict (e.g., thesteering position might not indicate a turn and the yaw rate mayindicate a turn; the yaw rate might not indicate a turn and the lateralacceleration may indicate a turn). For example, in a counter steer or aslide, the vehicle 10 may be turning in one direction, such as a leftturn (e.g., indicated by a yaw rate and/or lateral acceleration);however, the steering position may indicate a turn in the oppositedirection, such as a right turn, or might not indicate a turn. In suchexamples, the suspension controller 86 may prioritize the lateralacceleration and/or the yaw rate over the steering rate, angle, and/orposition. For example, the suspension controller 86 may determine thevehicle 10 is turning and the turn is a left turn.

In some variations, the suspension controller 86 may prioritize thelateral acceleration over the yaw rate and the yaw rate over thesteering rate, angle, and/or position. In other words, the suspensioncontroller 86 may determine the cornering event is occurring and/or adirection of turn based on the lateral acceleration indicating a turneven if the yaw rate, steering rate, angle, and/or position do notindicate a turn. Further, the suspension controller 86 may determine thecornering event is occurring and/or a direction of turn based on the yawrate indicating a turn even if the steering rate, angle, and/or positiondo not indicate a turn.

At step 414, the suspension controller 86 may determine a corneringstate of the vehicle 10. The cornering state may indicate whether thevehicle 10 is entering, in the middle of, and/or exiting a corner event.Additionally, and/or alternatively, the cornering state may indicatewhether the vehicle 10 is braking, accelerating, and/or deceleratingthrough the cornering event. For example, the suspension controller 86may determine the cornering state based on the acceleration information(e.g., the longitudinal acceleration) and/or the brake information(e.g., the position of the brake pedal 232 and/or amount of pressure onthe brake pedal 232). As will be explained below, the suspensioncontroller 86 may adjust and/or bias the adjustable shock absorbers 18based on the cornering event, the braking of the vehicle 10, and/or theacceleration/deceleration of the vehicle 10.

At step 416, the suspension controller 86 may execute a corner conditionmodifier for one or more of the adjustable shock absorbers 18. Forexample, the suspension controller 86 may adjust (e.g., increase and/ordecrease) the rebound and/or compression damping for one or more of theadjustable shock absorbers 18 based on detecting a cornering event(e.g., from step 412 indicating that the vehicle 10 is turning). FIG. 13shows the suspension of the vehicle 10 during a cornering event. Forexample, in response to detecting the cornering event, the suspensioncontroller 86 may provide information (e.g., one or more commands) tothe adjustable shock absorbers 18. For instance, the suspensioncontroller 86 may determine that the vehicle 10 is turning left (e.g.,based on the steering position or rate, yaw rate, and/or lateralacceleration). In response, the suspension controller 86 may provideinformation 302 and/or 306 to the inner adjustable shock absorbers 18 aand/or 18 c to decrease the compression damping (CD) and/or increase therebound damping (RD). By decreasing the compression damping of the inneradjustable shock absorbers 18 a and/or 18 c, the vehicle 10 may absorbbumps on that side better and/or be more stable when cornering in roughterrain. Further, the vehicle 10 may sit lower when cornering becausethe inside will move through the compression stroke easier when thevehicle is “on the sway bar” torsion. Additionally, by increasing therebound on the inside adjustable shock absorbers 18 a and/or 18 c, thevehicle 10 may control the roll gradient and/or rate during thecornering event. Also, the suspension controller 86 may provideinformation 304 and/or 308 to the outer adjustable shock absorbers 18 band/or 18 d to increase the compression damping (CD) and/or decrease therebound damping (RD). After the suspension controller 86 determinesand/or executes a corner condition modifier, the method 400 may moveback to step 402 and repeat continuously.

In some variations, during the cornering event, the suspensioncontroller 86 may adjust (e.g., increase and/or decrease) the reboundand/or compression damping for one or more of the adjustable shockabsorbers 18 based on the cornering state (e.g., the braking of thevehicle 10 and/or the acceleration/deceleration of the vehicle 10). Forexample, during a cornering event, the suspension controller 86 mayadjust the compression and/or rebound damping for the inner and/or outeradjustable shock absorbers 18 as described above. Additionally, and/oralternatively, based on the braking, acceleration, and/or decelerationrate, the suspension controller 86 may further bias (e.g., furtherincrease by a value or percentage and/or further decrease by a value orpercentage) the compression damping and/or rebound damping for the frontand rear adjustable shock absorbers 18. By biasing the compressionand/or rebound damping, the vehicle 10 may improve weight transfer on acorner entry and exit and may also improve the vehicle yaw response.

In other words, in response to detecting the cornering event, thesuspension controller 86 may adjust the inner/outer adjustable shockabsorbers 18 as described above. Then, based on the vehicle 10 slowingdown, the suspension controller 86 may detect and/or determine alongitudinal deceleration (e.g., negative longitudinal acceleration) ofthe vehicle. Based on detecting the longitudinal deceleration, thesuspension controller 86 may further bias (e.g., change and/ordetermine) the compression and/or rebound damping for the front/rearshock absorbers 18. For example, based on the longitudinal deceleration,the suspension controller 86 may additionally increase (e.g., increaseby a percentage or a value) the compression damping of the frontadjustable shock absorbers 18 a and 18 b and/or additionally decrease(e.g., decrease by a percentage or a value) the compression damping ofrear adjustable shock absorbers 18 c and 18 d. Further, the suspensioncontroller 86 may additionally increase the rebound damping of the rearshock absorbers 18 c and 18 d and/or additionally decrease the rebounddamping of the front shock absorbers 18 a and 18 b.

For instance, the suspension controller 86 may adjust the compressionand/or rebound damping for a shock absorber 18 based on whether theshock absorber is an inner or outer shock absorber as described above(e.g., set the compression damping at a value of 73). Then, based on thecornering state (e.g., a positive/negative longitudinal acceleration),the suspension controller 86 may further bias the compression and/orrebound damping. For example, the suspension controller 86 may decreasethe front compression damping (e.g., set the compression damping from 73to 62) if the suspension controller 86 detects a positive accelerationand increase the front compression damping (e.g., set the compressiondamping from 73 to 80) if the suspension controller 86 detects anegative acceleration. The suspension controller 86 may operatesimilarly for rebound damping.

Additionally, and/or alternatively, the suspension controller 86 maybias the compression and/or rebound damping differently based on thepositive/negative longitudinal acceleration being greater than or lessthan one or more thresholds. For example, if acceleration is greaterthan a first threshold, then the suspension controller 86 may set thecompression damping from a first value (e.g., 73) to a second value(e.g., 62). If acceleration is greater than a second threshold, then thesuspension controller 86 may set the compression damping from the firstvalue (e.g., 73) to a third value (e.g., 59). Additionally, and/oralternatively, if acceleration is greater than a third threshold, thenthe suspension controller 86 may set the compression damping from thefirst value (e.g., 73) to a fourth value (44). The suspension controller86 may operate similarly for negative accelerations and/or braking aswell.

At the end of the cornering event (e.g., a turn exit), the vehicle 10may speed up (e.g., an operator may actuate the accelerator pedal 230).Based on detecting a positive acceleration (e.g., a longitudinalacceleration), the suspension controller 86 may further bias thefront/rear shock absorbers 18. For example, based on the positivelongitudinal acceleration, the suspension controller 86 may additionallyincrease the compression damping of rear adjustable shock absorbers 18 cand 18 d and/or additionally decrease the compression damping of thefront adjustable shock absorbers 18 a and 18 b. Further, the suspensioncontroller 86 may additionally increase the rebound damping of the frontshock absorbers 18 a and 18 b and/or additionally decrease rebounddamping of the rear shock absorbers 18 c and 18 d. After the executingthe corner condition modifier, the method 400 may move back to step 402.

If the suspension controller 86 does not detect a cornering event, themethod 400 may move to step 418. At step 418, the suspension controller86 may determine whether a braking event is occurring. For example, thesuspension controller 86 may determine whether the brake pedal 232 isactuated. In other words, the suspension controller 86 may determine ordetect a braking event (e.g., whether the vehicle 10 is braking). If thesuspension controller 86 determines that the brake pedal 232 is notactuated, the method 400 moves back to 402 and then repeats. If thesuspension controller 86 determines that the brake pedal 232 isactuated, the method 400 moves to step 410.

At step 420, the suspension controller 86 may determine the decelerationrate of the vehicle 10 (e.g., two tenths of a gravitational constant (G)or half of a G). For example, the suspension controller 86 may determinethe deceleration rate of the vehicle 10 from the chassis accelerometer30 and/or the IMU 37. Additionally, and/or alternatively, the suspensioncontroller 86 may determine and/or predict the deceleration rate of thevehicle 10 based on the amount of brake pressure on the brake pedal 232.As mentioned above, the brake sensor 32 may provide the amount of brakepressure on the brake pedal 232 to the suspension controller 86.Additionally, and/or alternatively, the suspension controller 86 maydetermine and/or predict the deceleration rate of the vehicle 10 basedon an engine torque reduction from an engine torque sensor.

At step 422, the suspension controller 86 may execute a brake conditionmodifier for one or more of the adjustable shock absorbers 18. Forexample, the suspension controller 86 may adjust (e.g., increase and/ordecrease) the rebound and/or compression damping for one or more of theadjustable shock absorbers 18 based on detecting a braking event (e.g.,from step 408 indicating that the brake pedal has been actuated). FIG.12 shows the suspension of the vehicle 10 during a braking event. Forexample, in response to detecting the braking event, the suspensioncontroller 86 may provide information (e.g., one or more commands) tothe adjustable shock absorbers 18 during the braking event. Forinstance, the suspension controller 86 may provide information 302and/or 304 to the front adjustable shock absorbers 18 a and/or 18 b toincrease the compression damping (CD) and decrease the rebound damping(RD). Further, the suspension controller 86 may provide information 306and/or 308 to the rear adjustable shock absorbers 18 c and/or 18 d toincrease the rebound damping (RD) and decrease the compression damping(CD). After the suspension controller 86 determines and/or executes abrake condition modifier, the method 400 may move back to step 402 andrepeat continuously.

In some examples, in response to detecting the braking event, thesuspension controller 86 may adjust the rebound and/or compressiondamping for the one or more adjustable shock absorbers 18 using thedeceleration rate from step 410. For example, based on comparing thedeceleration rate with a threshold, the suspension controller 86 mayadjust the rebound and/or compression damping. For instance, if thedeceleration rate is above a first threshold (e.g., above two tenths ofa G), then the suspension controller 86 may reduce the compressiondamping of the rear adjustable shock absorbers 18 c and/or 18 d. If thedeceleration is below the first threshold, then the suspensioncontroller 86 might not reduce the compression damping (e.g., maintainthe current compression damping) of the rear adjustable shock absorbers18 c and/or 18 d. Additionally, and/or alternatively, if thedeceleration rate is above the first threshold (e.g., above two tenthsof a G), but below a second threshold (e.g., half of a G), then thesuspension controller 86 may reduce the compression damping to a firstvalue. If the deceleration is above the second threshold, then thesuspension controller 86 may reduce to a second value that is below thefirst value (e.g., a softer compression damping value).

In some instances, the suspension controller 86 may separate operationof the braking event and/or cornering event. For example, step 412, 414,and 416 may be optional, and the method 400 may move directly to step418.

Landing Hop Prevention

FIG. 14 shows an example flowchart describing the operation of thesuspension controller 86 during an airborne event and a landing event.FIG. 14 will be described with reference to FIG. 15. FIG. 15 shows anexample graph 525 illustrating the compression and rebound dampingcharacteristics of a vehicle, such as vehicle 10 and/or 200, during apre-takeoff period 530, a free-fall period 535, and a post-landingperiod 540. As will be described in more detail below, by adjusting thecompression damping and/or rebound damping of one or more adjustableshock absorbers 18 during a free-fall and/or post-landing event, thesuspension controller 86 may increase the stability of vehicle 10post-landing by preventing the vehicle 10 from hoping, unloading, and/ordecreasing the weight on the ground engaging members 12. Additionally,and/or alternatively, this may also provide a faster vehicle 10 in arace environment since after a landing event, the throttle may beapplied quicker without tire (e.g., ground engaging members 12) spin.Additionally, and/or alternatively, this may also provide a more stablevehicle because the vehicle 10 will have better traction, and thusbetter user control.

In operation, at step 502, the suspension controller 86 may receiveinformation (e.g., inputs) from one or more entities (e.g., sensors,devices, and/or subsystems) of vehicle 10. For example, the suspensioncontroller 86 may receive (e.g., retrieve and/or obtain) information(e.g., data packets and/or signals indicating sensor readings) from theone or more sensors, devices, and/or subsystems. In some instances, thesuspension controller 86 may receive information indicating the x, y,and/or z-axis acceleration from the chassis accelerometer 30 and/or IMU37. For example, referring back to FIG. 3, the chassis accelerometer 30and/or IMU 37 may measure the x, y, and/or z-axis acceleration valuesfor the vehicle 10, and may provide the acceleration values to thesuspension controller 86.

At step 506, the suspension controller 86 may determine whether anairborne event is occurring. For example, the suspension controller 86may determine whether an airborne event is occurring based on themagnitude of the x-axis acceleration value, the y-axis accelerationvalue, and/or the z-axis acceleration value. For instance, thesuspension controller 86 may compare the x, y, and/or z-axisacceleration values with one or more thresholds (e.g., one or morepre-defined, pre-programmed, and/or user-defined thresholds) todetermine whether the vehicle 10 is in free-all. If the x, y, and/orz-axis acceleration values are less than the one or more thresholds, themethod 500 may move to step 508. If the x, y, and/or z-axis accelerationvalues are greater than the thresholds, the method 500 may move back tostep 502 and repeat.

In some examples, the suspension controller 86 may use two or threedifferent thresholds. For example, the suspension controller 86 maycompare the magnitudes for each of the x, y, and/or z-axis accelerationwith a different threshold. Additionally, and/or alternatively, thesuspension controller 86 may compare the magnitudes for the x and y-axisacceleration with a same threshold. For example, in free-fall, thechassis accelerometer 30 and/or IMU 37 may measure the vehicle 10 tohave zero or substantially zero acceleration (e.g., wind, airresistance, and/or other factors may account for substantially zeroacceleration) for the x and y-axis, and 1 G or substantially 1 G on thez-axis. As such, the suspension controller 86 may use a first thresholdfor the x-axis and y-axis acceleration values and a second threshold forthe z-axis acceleration value. In some variations, the first thresholdfor the x-axis and the y-axis may be 0.3 Gs. In some instances, thesuspension controller 86 may combine (e.g., calculate) a magnitude ofacceleration for the x, y, and z-axis acceleration, and compare thecombined magnitude with a threshold to determine whether the vehicle 10is in free-fall.

Exemplary detection of an airborne event is described in US PublishedPatent Application No. 2016/0059660 (filed Nov. 6, 2015, titled VEHICLEHAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL) and US PublishedApplication 2018/0141543 (filed Nov. 17, 2017, titled VEHICLE HAVINGADJUSTABLE SUSPENSION), both assigned to the present assignee and theentire disclosures of each expressly incorporated by reference herein.

At step 508, the suspension controller 86 may determine an airbornecondition modifier for one or more of the adjustable shock absorbers 18.For example, the suspension controller 86 may provide information (e.g.,one or more commands) to the adjustable shock absorbers 18 to increaseand/or gradually increase the compression damping. By increasing theadjustable shock absorbers 18, the vehicle 10 may increase the energyabsorption upon landing. Further, the suspension controller 86 mayprovide information (e.g., one or more commands) to decrease the rebounddamping for the adjustable shock absorbers 18. By decreasing the rebounddamping, the adjustable shock absorbers 18 may achieve full shockextension faster, increase energy absorption upon landing, and/orincrease the travel of the shocks 18 available for landing. For example,the suspension controller 86 may reduce the rebound damping for theadjustable shock absorbers 18 to zero or substantially zero.

FIG. 15 shows an example of a graph 525 indicating compression andrebound damping characteristics for a vehicle, such as vehicle 10. Thegraph 525 is merely one example of a possible compression and rebounddamping characteristics set by the suspension controller 86 overdifferent periods of time. Graph 525 shows three periods, a pre-takeoff(e.g., pre-airborne) period 530, a free-fall period 535, and apost-landing period 540. Initially, during the pre-takeoff period, therebound damping 550 and the compression damping 555 for the adjustableshock absorbers 18 are steady. When an airborne event occurs, thesuspension controller 86 gradually increases the compression damping 55over the free-fall period 535 and decreases the rebound damping 550 tosubstantially zero. The post-landing period 540 will be discussed below.

Referring back to FIG. 14, at step 510, the suspension controller 86 maydetermine whether a landing event has occurred. For example, similar tostep 506, the suspension controller 86 may determine whether a landingevent is occurring based on the magnitude of the x-axis accelerationvalue, the y-axis acceleration value, and/or the z-axis accelerationvalue. For instance, the suspension controller 86 may compare the x, y,and/or z-axis acceleration values with one or more thresholds (e.g., oneor more pre-defined, pre-programmed, and/or user-defined thresholds) todetermine whether the vehicle 10 has landed. If the x, y, and/or z-axisacceleration values are greater than the one or more thresholds, themethod 500 may move to step 508. If the x, y, and/or z-axis accelerationvalues are less than the thresholds, then step 510 may repeat.

In some examples, the suspension controller 86 may use the samethresholds as in step 506. For example, as mentioned above, infree-fall, the chassis accelerometer 30 and/or IMU 37 may measure thevehicle 10 to have zero or substantially zero acceleration for the x andy-axis, and 1 G or substantially 1 G on the z-axis. As such, thesuspension controller 86 may determine whether a landing event isoccurring based on determining whether the acceleration values for the xand/or y-axis is greater than the first threshold (e.g., 0.3 Gs) and/orwhether the acceleration values for the z-axis is greater than a secondthreshold. In some instances, the suspension controller 86 may combine(e.g., calculate) a magnitude of acceleration for the x, y, and z-axisacceleration, and compare the combined magnitude with a threshold todetermine whether the vehicle 10 has landed.

At step 512, the suspension controller 86 may determine a duration forthe airborne event (e.g., a duration that the vehicle 10 is infree-fall). For example, the suspension controller 86 may include atimer, and may use the timer to determine the duration between detectingthe airborne event at step 506 and detecting the landing event at step510.

At step 514, the suspension controller 86 may execute a landingcondition modifier for one or more of the adjustable shock absorbers 18.For example, the suspension controller 86 may provide information (e.g.,one or more commands) to the adjustable shock absorbers 18 to adjust thecompression damping and/or the rebound damping to a post-landingset-point for a period of time. For instance, the suspension controller86 may increase the rebound damping for a period of time. Also, thesuspension controller 86 may maintain the compression damping at thepost-landing setting for a period of time. By maintaining thecompression damping, the vehicle 10 may be easier able to get throughthe landing compression stroke of the shock.

At step 516, the suspension controller 86 may execute a normal conditionmodifier. For example, the suspension controller 86 may adjust thecompression damping and/or rebound damping back to normal (e.g., back tothe pre-takeoff position). For example, the suspension controller maydecrease and/or gradually decrease the rebound damping back to thenormal (e.g., the pre-takeoff rebound damping setting). Further, thesuspension controller 86 may decrease the compression damping back tonormal (e.g., the pre-takeoff compression damping setting).

In some variations, the suspension controller 86 may adjust thepost-landing compression damping settings and/or rebound dampingsettings based on the duration of the airborne event. Referring back toFIG. 15, the compression damping 555 is gradually increasing, andincrease as the duration of the airborne event increases. As such,during the post-landing period 540, the suspension controller 86 maymaintain an increased compression damping 555 based on the airborneevent. Additionally, and/or alternatively, the suspension controller 86may change the duration to maintain the increased compression damping555 based on the duration of the airborne event. For example, thevehicle 10 may encounter a small bump (e.g., the airborne event is lessthan three hundred milliseconds). In such instances, the suspensioncontroller 86 may compare the duration of the airborne event with athreshold (e.g., pre-programmed, pre-defined, and/or user-defined). Ifthe duration of the airborne event is less than the threshold, thesuspension controller 86 might not maintain the increased compressiondamping 555. Instead, the suspension controller 86 may reduce and/orgradually reduce the compression damping back to the pre-takeoff 530compression damping 555 in response to detecting the landing event.

In some examples, if the duration of the airborne event is greater thanthe threshold, the suspension controller 86 may maintain the increasedcompression damping 555 for a period of time. In some instances, thesuspension controller 86 may determine the period of time to maintainthe increased compression damping 555 based on the duration of theairborne event (e.g., the longer the duration for the airborne event,the longer the period of time to maintain the increased compressiondamping 555).

In response to detecting the landing event (e.g., the start of thepost-landing period 540), the suspension controller 86 may increase therebound damping 550 based on the duration of the airborne event. Forexample, traditionally, the vehicle 10 tends to unload the tires (e.g.,wheels are light) and/or perform a hop upon landing. To prevent the hopor unloading of the tires, the suspension controller 86 increases therebound damping 550 for the adjustable shock absorbers 18 based on theduration of the airborne event (e.g., as the duration of the airborneevent increases, the rebound damping 550 after landing increases). Aftera set period of time (e.g., after the vehicle 10 has completed its firstshock compression and rebound cycle), the suspension controller 86decreases and/or gradually decreases the rebound damping 550 back to thepre-takeoff period's 530 rebound damping setting. By increasing therebound damping 550, the suspension controller 86 reduces thehop/unloading of the vehicle 10 causing increases in the stabilityand/or traction on the landing events.

In some examples, the vehicle 10 may encounter a small bump or hill, thevehicle 10 might not perform a hop upon landing or performs a small hopupon landing. In such examples, the suspension controller 86 may adjustthe compression and/or rebound damping characteristics based oncomparing the duration of the airborne event with a threshold. Forexample, the suspension controller 86 might not increase the rebounddamping 550, and instead set the rebound damping 550 to the pre-takeoffperiod's 530 rebound damping setting in response to detecting thelanding event.

Additionally, and/or alternatively, based on the duration of theairborne event, the suspension controller 86 may bias the compressiondamping and/or rebound damping for the front and/or rear adjustableshock absorbers 18. For example, based on detecting the duration of theairborne event is below a threshold (e.g., the vehicle 10 isencountering a small bump or hill), the suspension controller 86 mayadditionally increase the rebound damping for the post-landing reboundvalue for the rear adjustable shock absorbers 18 c and 18 d. Biasing thefront/rear shock absorbers 18 in response to detecting the airborneevent may increase stability of the vehicle 10 and/or assist the vehicle10 when traveling through rough terrain.

Rock Crawler Operation

FIG. 16 shows an example flowchart describing the operation of thesuspension controller 86 during a rock crawler operation. FIGS. 17-20show examples of the suspension controller 86 adjusting the adjustableshock absorbers 18 for the vehicle 10 during the rock crawler operation.

By adjusting the compression damping and/or rebound damping of one ormore adjustable shock absorbers 18 during the rock crawl operation, thesuspension controller 86 may increase vehicle 10 stability whenencountering rocks. For example, based on received information (e.g.,longitudinal acceleration, lateral acceleration vehicle speed, enginespeed, and/or roll angle), the suspension controller 86 may determinethe orientation of the vehicle 10 (e.g., whether the vehicle 10 is onflat ground, facing uphill, facing downhill, passenger side facingdownhill, and/or driver side facing downhill). Based on the orientationof the vehicle 10, the suspension controller 86 may adjust thecompression and/or rebound damping to lean the vehicle 10 into the hill,and/or rock, causing the vehicle 10 to reduce the overall pitch/rollangle when traversing an obstacle. Further, by adjusting the compressionand/or rebound damping when the vehicle 10 is on flat ground, thevehicle 10 has increased ground clearance.

In operation, at step 602, the suspension controller 86 may receiveinformation (e.g., inputs) from one or more entities (e.g., sensors,devices, and/or subsystems) of vehicle 10. For example, the suspensioncontroller 86 may receive (e.g., retrieve and/or obtain) information(e.g., data packets and/or signals indicating sensor readings) from theone or more sensors, devices, and/or subsystems. In some instances, thesuspension controller 86 may receive longitudinal and/or lateralacceleration rates from a sensor, such as the IMU 37 and/or the chassisaccelerometer 30. In some examples, the suspension controller 86 mayreceive pitch rate, roll rate, pitch angles, roll angles, and/or yawrates from a sensor, such as the gyroscope 31. In some instances, thesuspension controller 86 may receive a vehicle speed from a sensor, suchas the vehicle speed sensor 26.

In some examples, the suspension controller 86 may receive informationindicating a mode of operation for the vehicle 10. For example, thesuspension controller 86 may receive information indicating the mode ofoperation from an operator interface 22 and/or another controller (e.g.,controller 20). For instance, the operator interface 22 may receive userinput indicating a selection of the rock crawler mode. The operatorinterface 22 may provide the user input to the suspension controller 86.The suspension controller 86 may be configured to operate in a rockcrawler mode based on the user input.

At step 604, the suspension controller 86 may determine whether thevehicle 10 is in a rock crawler mode. For example, based on informationindicating the mode of operation, the suspension controller 86 maydetermine whether the vehicle 10 is in the rock crawler mode. If thevehicle 10 is in the rock crawling mode, the method 600 may move to step606. If not, the method 600 may move back to step 602.

At step 606, the suspension controller 86 may determine whether thevehicle speed is below a threshold. For example, the suspensioncontroller 86 may compare the vehicle speed with a threshold. If thevehicle speed is less than the threshold, then the method 600 may moveto step 608. If not, then the method 600 may move back to step 602. Inother words, the suspension controller 86 may operate in the rockcrawler mode and provide rock crawler condition modifiers at low vehiclespeeds. At higher vehicle speeds, the suspension controller 86 might notoperate in the rocker crawler mode. Instead, at higher vehicle speeds,the suspension controller 86 may operate in a different mode ofoperation, such as a normal or comfort mode. In some instances, thesuspension controller 86 may use the engine speed rather than thevehicle speed to determine whether to operate in the rock crawler modeand/or provide rock crawler condition modifiers.

At step 608, the suspension controller 86 may determine an orientationof the vehicle 10. For example, based on the magnitude of the x-axisacceleration value, the y-axis acceleration value, and/or the z-axisacceleration value, the suspension controller 86 may determine alongitudinal acceleration and/or a lateral acceleration of the vehicle10. Using the longitudinal and/or lateral acceleration, the suspensioncontroller 86 may determine a roll and/or pitch angle of the vehicle 10.Then, based on the roll and/or pitch angle of the vehicle, thesuspension controller 86 may determine whether the vehicle 10 is on aflat surface, the front of the vehicle 10 facing uphill, the front ofthe vehicle 10 is facing downhill, the passenger side of the vehicle 10is facing downhill, and/or the driver side of the vehicle 10 is facingdownhill. Additionally, and/or alternatively, the suspension controller86 may determine the orientation, such as whether the passenger side ofthe vehicle 10 is facing downhill and/or the driver side of the vehicle10 is facing downhill, based on the roll rates from the gyroscope 31and/or the IMU 37.

At step 610, the suspension controller 86 may execute a rock crawlercondition modifier. For example, based on the orientation of the vehicle10, the suspension controller 86 may provide information (e.g., one ormore commands) to adjust the compression damping and/or the rebounddamping for one or more of the adjustable shock absorbers 18. In someexamples, the suspension controller 86 may increase the compressiondamping for the downhill adjustable shock absorbers 18. Additionally,and/or alternatively, the suspension controller 86 may increase therebound damping and/or decrease the compression damping for the uphilladjustable shock absorbers 18.

FIGS. 17-20 show examples of the rebound and compression dampingcharacteristics of the adjustable shock absorbers 18 using method 600.FIG. 17 shows the compression damping and/or rebound dampingcharacteristics of the vehicle 10 on flat ground. For example, at step608, the suspension controller 86 may determine the vehicle 10 is onflat ground (e.g., based on the longitudinal acceleration value and/orthe lateral acceleration value. Based on the orientation of the vehicle10, the suspension controller 86 may provide information (e.g., one ormore commands) to adjust the damping characteristics of the vehicle 10.For instance, the suspension controller 86 may provide information 302,304, 306, 308 to increase the compression damping and to decrease therebound damping for the adjustable shock absorber 18 a, 18 b, 18 c, and18 d. By adjusting the compression damping and rebound damping, thesuspension controller 86 may maximize the ground clearance for obstacleavoidance, may avoid full stiff compression when on flat ground toremove unnecessary harshness, and may allow the ground engaging members12 to fall into holes in the ground more quickly, thus not upsetting thevehicle 10.

FIG. 18 shows the compression damping and/or rebound dampingcharacteristics of the vehicle 10 when the front of the vehicle 10 isfacing downhill. For example, at step 608, the suspension controller 86may determine the vehicle 10 is facing downhill (e.g., based on thelongitudinal acceleration value and/or lateral acceleration value).Based on the orientation of the vehicle 10, the suspension controller 86may provide information (e.g., one or more commands) to adjust thedamping characteristics of the vehicle 10. For instance, the suspensioncontroller 86 may provide information 302 and 304 to increase thecompression damping for the adjustable shock absorbers 18 a and 18 b(e.g., the downhill facing shock absorbers). Further, the suspensioncontroller 86 may provide information 306 and 308 to increase therebound damping and/or decrease the compression damping for theadjustable shock absorber 18 c and 18 d (e.g., the uphill facing shockabsorbers).

FIG. 19 shows the compression damping and/or rebound dampingcharacteristics of the vehicle 10 when the front of the vehicle 10 isfacing uphill. For example, at step 608, the suspension controller 86may determine the vehicle 10 is facing uphill (e.g., based on thelongitudinal acceleration value and/or lateral acceleration value).Based on the orientation of the vehicle 10, the suspension controller 86may provide information (e.g., one or more commands) to adjust thedamping characteristics of the vehicle 10. For instance, the suspensioncontroller 86 may provide information 302 and 304 to increase therebound damping and/or decrease the compression damping for theadjustable shock absorbers 18 a and 18 b (e.g., the uphill facing shockabsorbers). Further, the suspension controller 86 may provideinformation 306 and 308 to increase the compression damping for theadjustable shock absorber 18 c and 18 d (e.g., the downhill facing shockabsorbers).

FIG. 20 shows the compression damping and/or rebound dampingcharacteristics of the vehicle 10 when the passenger side of the vehicle10 is facing downhill. For example, at step 608, the suspensioncontroller 86 may determine the passenger side of the vehicle 10 isfacing downhill (e.g., based on the lateral acceleration value and/orlongitudinal acceleration value). Based on the orientation of thevehicle 10, the suspension controller 86 may provide information (e.g.,one or more commands) to adjust the damping characteristics of thevehicle 10. For instance, the suspension controller 86 may provideinformation 304 and 308 to increase the compression damping for theadjustable shock absorbers 18 b and 18 d (e.g., the downhill facingshock absorbers). Further, the suspension controller 86 may provideinformation 302 and 306 to increase the rebound damping and/or decreasethe compression damping for the adjustable shock absorber 18 a and 18 c(e.g., the uphill facing shock absorbers).

In some variations, a portion of the vehicle 10, such as the passengerside of the front of the vehicle 10, is facing downhill. In other words,the vehicle 10 may be angled so one wheel (e.g., the front right groundengaging member 12 b) is facing downhill and one wheel (e.g., the rearleft ground engaging member 12 c) is facing uphill. In such instances,at step 608, the suspension controller 86 may determine a pitch and rollangle based on the longitudinal and/or lateral acceleration values.Based on the pitch and roll angles, the suspension controller 86 maydetermine the orientation of the vehicle (e.g., that the front rightground engaging member 12 b is facing). Based on the orientation of thevehicle 10, the suspension controller 86 may provide information 304 toincrease the compression damping for the adjustable shock absorbers 18 b(e.g., the downhill facing shock absorber). Further, the suspensioncontroller 86 may provide information 306 to increase the rebounddamping and/or decrease the compression damping for the adjustable shockabsorber 18 c (e.g., the uphill facing shock absorber). Additionally,and/or alternatively, based on the angle of the orientation, thesuspension controller 86 may provide information 302 to maintain and/ordecrease the rebound damping and/or maintain and/or increase thecompression damping for the adjustable shock absorber 18 a (e.g., ashock absorber that is neither uphill or downhill). Additionally, and/oralternatively, based on the angle of the orientation, the suspensioncontroller 86 may provide information 308 to decrease the rebounddamping and/or maintain the compression damping for the adjustable shockabsorber 18 d (e.g., a shock absorber that is neither uphill ordownhill).

In some instances, when the vehicle 10 is in the rock crawler mode, thesuspension controller 86 may increase, decrease, and/or maintain thecompression and/or rebound damping as shown in FIG. 17. Further, inresponse to determining the orientation of the vehicle 10 (e.g., step608), the suspension controller 86 may additionally increase and/ordecrease the compression and/or rebound damping as shown in FIGS. 18-20.In other words, in such instances, the increasing, decreasing, and/ormaintain of the compression/rebound damping as shown in FIGS. 18-20 arebased off of the compression/rebound damping from FIG. 17.

Hill (Dune) Sliding Operation

FIG. 21 shows an example flowchart describing the operation of thesuspension controller 86 during a hill sliding event. FIGS. 22 and 23show examples of the suspension controller 86 adjusting the adjustableshock absorbers 18 for the vehicle 10 during the hill sliding event. Byadjusting the damping during an front uphill sliding event, the vehicle10 may lean better into the hill or dune, hold onto a steeper slopebetter, and/or provide a smoother ride (e.g., less chop) to the userwhen traversing the hill or dune. By adjusting the damping during afront downhill sliding event, the vehicle 10 may lean better into thehill or dune, increase vehicle stability, and/or make it easier totraverse back uphill. A hill sliding event is any event where thevehicle 10 is traversing a slope (e.g., hill, dune, ramp) and begins toslide in at least one direction.

In operation, at step 652, the suspension controller 86 may receivesteering information from one or more sensors, such as the steeringsensor 28. The steering information may indicate a steering position(e.g., steering angle) of a steering wheel, such as steering wheel 226.The steering position and/or angle may indicate a position and/or anangle of the steering wheel for the vehicle 10. The steering rate mayindicate a change of the position and/or angle of the steering wheelover a period of time.

At step 654, the suspension controller 86 may receive yaw rateinformation from one or more sensors, such as the gyroscope 31 and/orthe IMU 37. The yaw information indicates the yaw rate of the vehicle10.

At step 656, the suspension controller 86 may receive accelerationinformation indicating an acceleration rate or deceleration rate of thevehicle 10 from one or more sensors, such as the IMU 37 and/or thechassis accelerometer 30. The acceleration information may indicatemulti-axis acceleration values of the vehicle, such as a longitudinalacceleration and/or a lateral acceleration. In some examples, thesuspension controller 86 may receive information from another sensor,such as the throttle position sensor 34 and/or the accelerator pedalsensor 33. The suspension controller 86 use the information to determinethe acceleration rate. For example, the suspension controller 86 may usethe throttle position from the throttle position sensor and/or theposition of the accelerator pedal 230 from the acceleration pedal sensorto determine whether the vehicle 10 is accelerating and/or decelerating.

At step 658, the suspension controller 86 may receive an operating modeof the vehicle 10 from the operator interface 22 and/or one or moreother controllers (e.g., controller 20). Each mode may include adifferent setting for the rebound and/or compression damping. Anoperator (e.g., user) may input a mode of operation on the operatorinterface 22. The operator interface 22 may provide the user inputindicating the mode of operation to the controller 20 and/or thesuspension controller 86. The suspension controller 86 may use the userinput to determine the mode of operation for the vehicle 10.

At step 660, the suspension controller 86 may determine whether a hillsliding event (e.g., whether the vehicle 10 is sliding while traversinga slope) is occurring. For example, the suspension controller 86 maydetermine the hill sliding event based on the steering informationindicating a steering rate, angle, and/or position, yaw rate informationindicating a yaw rate, the acceleration information indicating a lateraland/or longitudinal acceleration, and/or other information (e.g., apitch angle or rate). The suspension controller 86 may compare thesteering rate, steering angle, steering position, yaw rate, lateralacceleration, and/or longitudinal acceleration with one or morethresholds (e.g., pre-determined, pre-programmed, and/or user-defined)to determine the hill sliding event. If the suspension controller 86determines the vehicle 10 is in a hill sliding event, the method 650 maymove to step 662. If not, the method may move to step 652.

In some instances, the detection of the hill sliding event may besimilar to the detection of the cornering event. Further, the commandsto adjust the damping of the shock absorbers 18 based on the detectionof the hill sliding event may be similar to the cornering event. Forexample, the suspension controller 86 may prioritize the steeringinformation, the yaw rate information, and/or the accelerationinformation to determine the hill sliding event. In other words, thesteering position and/or angle, steering rate, yaw rate, and/or lateralacceleration may conflict, and the suspension controller 86 mayprioritize the lateral acceleration over the steering position, angle,rate and/or the yaw rate. For example, the suspension controller 86 maydetermine the hill sliding event is occurring based on the lateralacceleration value exceeding (e.g., above or below) a lateralacceleration threshold even if the yaw rate, steering rate, angle,and/or position do not exceed their corresponding thresholds.

In some examples, the suspension controller 86 may use a vehicle speedand/or an engine speed to determine whether the vehicle 10 is in a hillsliding event. For example, the suspension controller 86 may compare thevehicle speed and/or the engine speed with a threshold. If thesuspension controller 86 determines the vehicle speed and/or enginespeed is greater than a threshold (e.g., the vehicle 10 is traveling ata high vehicle speed), then the method 650 may move to 662. Otherwise,the method 650 may move back to 652. In other words, the suspensioncontroller 86 may execute the hill sliding condition modifier when thevehicle is moving at a high vehicle speed.

At step 662, the suspension controller 86 may determine a direction ofthe slide. For example, based on the lateral acceleration, thesuspension controller 86 may determine whether the vehicle 10 is hillsliding to the left side or the right side.

At step 664, the suspension controller 86 may determine an orientationof the vehicle 10. For example, similar to step 608, based on thelongitudinal and/or lateral acceleration, the suspension controller 86may determine whether the front of the vehicle 10 is facing uphill, thefront of the vehicle 10 is facing downhill, the passenger side of thevehicle 10 is facing downhill, and/or the driver side of the vehicle 10is facing downhill.

At step 666, the suspension controller 86 may execute a hill slidingcondition modifier. For example, based on the direction of the slideand/or the orientation of the vehicle 10, the suspension controller 86may provide information (e.g., one or more commands) to adjust thecompression damping and/or the rebound damping for the one or more shockabsorbers 18. For example, based on the direction of the slide, thesuspension controller 86 may increase the compression damping and/ordecrease the rebound damping on the leading adjustable shock absorbers18. Additionally, and/or alternatively, the suspension controller 86 maydecrease the compression damping and/or increase the rebound damping onthe trailing adjustable shock absorbers 18. Also, based on theorientation (e.g., the front of the vehicle 10 facing uphill and/ordownhill), the suspension controller 86 may further bias the compressiondamping and/or rebound damping for the front and rear shock absorbers18. In other words, the suspension controller 86 may additionallyincrease the compression damping on the downhill adjustable shockabsorbers 18. Additionally, and/or alternatively, the suspensioncontroller 86 may additionally decrease the compression damping and/oradditionally increase the rebound damping of the uphill shock absorbers18. Afterwards, the method 650 may move back to step 652. FIGS. 22 and23 will describe the hill condition modifier in further detail.

FIG. 22 shows the vehicle 10 traveling uphill and in a left pointedslide. For example, the suspension controller 86 may determine that thevehicle 10 is traveling uphill 670 and sliding left 672 based on thelateral and/or longitudinal acceleration. The suspension controller 86may adjust the compression and/or rebound damping characteristics for aleft pointed slide 672 similar to a right turn during a cornering event.In other words, the suspension controller 86 may increase thecompression damping and/or decrease the rebound damping for the leadingshock absorbers 18 a and 18 c (e.g., the outside shock absorbers).Further, the suspension controller 86 may decrease the compressiondamping and/or increase the rebound damping for the leading shockabsorbers 18 b and 18 d (e.g., the inside shock absorbers). For a rightpointed slide, the suspension controller 86 may reverse the compressiondamping and/or rebound damping for the shock absorbers (e.g., decreasethe compression damping and/or increase the rebound damping for theshock absorbers 18 a and 18 c; increase the compression damping and/ordecrease the rebound damping for shock absorbers 18 b and 18 d).

Additionally, and/or alternatively, the suspension controller 86 maybias the front and/or rear adjustable shock absorbers 18 for the uphillorientation 670 similar to detecting an acceleration during a corneringevent. For example, based on the uphill orientation of the vehicle 10,the suspension controller 86 may additionally increase (e.g., by a valueor percentage) the compression damping and/or additionally decrease(e.g., by a value or a percentage) the rebound damping of rearadjustable shock absorbers 18 c and 18 d (e.g., the downhill shockabsorbers). Further, the suspension controller 86 may additionallydecrease the compression damping and/or additionally increase therebound damping of the front adjustable shock absorbers 18 a and 18 b(e.g., the uphill shock absorbers).

After determining the slide 672 and the orientation 670 of the vehicle,the suspension controller 86 may provide information (e.g., one or morecommands) to adjust the shock absorbers 18. For example, in an uphill670 and left pointed slide 672, the suspension controller 86 may provideinformation 302 to maintain or decrease the rebound damping and/ormaintain or increase the compression damping for the adjustable shockabsorber 18 a. Further, the suspension controller 86 may provideinformation 304 to increase the rebound damping and/or decrease thecompression damping for the adjustable shock absorber 18 b. Also, thesuspension controller 86 may provide information 306 to increase thecompression damping and/or to decrease the rebound damping for theadjustable shock absorber 18 c. Additionally, the suspension controller86 may provide information 308 to maintain or decrease the compressiondamping and/or increase the rebound damping for the adjustable shockabsorber 18 d.

FIG. 23 shows the vehicle 10 traveling downhill and in a right pointedslide. For example, the suspension controller 86 may determine that thevehicle 10 is traveling downhill 674 and sliding right 676 based on thelateral and/or longitudinal acceleration. The suspension controller 86may adjust the compression and/or rebound damping characteristics for aright pointed slide 676 similar to a left turn during a cornering event.In other words, the suspension controller 86 may increase thecompression damping and/or decrease the rebound damping for the leadingshock absorbers 18 b and 18 d (e.g., the outside shock absorbers).Further, the suspension controller 86 may decrease the compressiondamping and/or increase the rebound damping for the trailing shockabsorbers 18 a and 18 c (e.g., the inside shock absorbers). The leftpointed slide 672 is described above.

Additionally, and/or alternatively, the suspension controller 86 maybias the front and/or rear adjustable shock absorbers 18 for thedownhill orientation 674 similar to detecting a deceleration (e.g.,braking) during a cornering event. For example, based on the downhillorientation of the vehicle 10, the suspension controller 86 mayadditionally increase (e.g., by a value or percentage) the compressiondamping and/or additionally decrease (e.g., by a value or a percentage)the rebound damping of front adjustable shock absorbers 18 a and 18 b(e.g., the downhill shock absorbers). Further, the suspension controller86 may additionally decrease the compression damping and/or additionallyincrease the rebound damping of the rear adjustable shock absorbers 18 cand 18 d (e.g., the uphill shock absorbers).

After determining the slide and the orientation of the vehicle 10, thesuspension controller 86 may provide information (e.g., one or morecommands) to adjust the shock absorbers 18. For example, in a downhillorientation 674 and right pointed slide 676, the suspension controller86 may provide information 302 to decrease or maintain the compressiondamping and/or increase or maintain the rebound damping for theadjustable shock absorber 18 a. Further, the suspension controller 86may provide information 304 to increase the compression damping and/ordecrease the rebound damping for the adjustable shock absorber 18 b.Also, the suspension controller 86 may provide information 306 todecrease the compression damping and/or to increase the rebound dampingfor the adjustable shock absorber 18 c. Additionally, the suspensioncontroller 86 may provide information 308 to maintain or increase thecompression damping and/or decrease or maintain the rebound damping forthe adjustable shock absorber 18 d.

Realtime Correction of Inertial Measurement at a Center of Gravity of aVehicle

FIG. 24 shows an exemplary flowchart illustrating a method forperforming real-time correction of the inertial measurement of avehicle. For example, the IMU 37, the gyroscope 31, and/or the chassisaccelerometer 30 may measure the inertial measurements of the vehicle 10(e.g., the acceleration and/or angular velocity or rate of the vehicle10). In some examples, these sensors might not be at the center ofgravity (CG) of the vehicle 10, and a kinematic transformation may beused to account for the sensors not being at the CG. For example, acontroller, such as the suspension controller 86, may use a distancebetween a sensor (e.g., the IMU 37, the gyroscope 31, and/or the chassisaccelerometer 30) and the CG of the vehicle 10 to determine offsetcorrection information. Using the offset correction information, thesuspension controller 86 may transform (e.g., determine and/orcalculate) the measured acceleration values to CG acceleration values(e.g., an estimated CG acceleration). Additionally, and/oralternatively, the CG of the vehicle 10 may also be affected by thenumber of users and/or the cargo. For example, a driver and a passengermay change the CG of the vehicle 10. As such, the suspension controller86 may receive user and/or cargo information, and use the user and/orcargo information to determine second offset correction information. Thesuspension controller 86 may use the first and/or second offsetcorrections to determine the CG acceleration values.

By providing real-time correction of the inertial measurement of thevehicle 10, the suspension controller 86 may allow for the IMU 37 and/orother sensors to reside at a location other than the CG of the vehicle10 while still providing an accurate vehicle inertial measurementestimation for controls. Additionally, and/or alternatively, thesuspension controller 86 may allow for a more accurate estimation giventhe additional information regarding the weight (e.g., riders) and/orlocation of the weight (e.g., location of the riders) of the vehicle 10.FIG. 24 will be described below with reference to FIG. 25.

FIG. 25 shows a schematic block diagram illustrating an example of logiccomponents in the suspension controller 86. For example, the suspensioncontroller 86 includes one or more logic components, such as anacceleration and/or velocity measurement logic 720, angular accelerationlogic 722, angular acceleration calculation logic 724, kinematicsfunction logic 726, estimated acceleration at center of gravity (CG)logic 728, offset correction based on user or cargo information logic730, and/or offset correction based on sensor information logic 732. Thelogic 720, 722, 724, 726, 728, 730, and/or 732 is any suitable logicconfiguration including, but not limited to, one or more state machines,processors that execute kernels, and/or other suitable structure asdesired.

Further, in some examples, the suspension controller 86 and/or thecontroller 20 may include memory and one or more processors. The memorymay store computer-executable instructions that when executed by the oneor more processors cause the processors to implement the method andprocedures discussed herein, including the method 700. Additionally,various components (e.g., logic) depicted in FIG. 25 are, inembodiments, integrated with various ones of the other componentsdepicted therein (and/or components not illustrated), all of which areconsidered to be within the ambit of the present disclosure.

In operation, at step 702, the suspension controller 86 (e.g., logic720) may receive vehicle movement information from one or more entities(e.g., sensors, devices, and/or subsystems) of vehicle 10. For example,the suspension controller 86 may receive vehicle movement informationindicating the acceleration and/or velocity of the vehicle 10 from oneor more sensors. For instance, the logic 720 may receive x, y, and/or zacceleration values (e.g., linear acceleration values) from a sensor,such as the IMU 37 and/or the chassis accelerometer 30. The logic 720may also receive x, y, and/or z angular velocity values from a sensor,such as the IMU 37 and/or the gyroscope 31.

At step 704, the suspension controller 86 (e.g., logic 730) may receiveuser or cargo information from one or more entities (e.g., sensors,devices, and/or subsystems) of vehicle 10. In some instances, thesuspension controller 86 may receive user or cargo information from theoperator interface 22. For example, the operator interface 22 mayprovide, to the suspension controller 86, user information indicating anumber of riders in the vehicle 10 and/or a weight or mass correspondingto the riders in the vehicle 10. Additionally, and/or alternatively, theoperator interface 22 may provide, to the suspension controller 86,cargo information indicating a weight or mass of cargo that the vehicle10 is carrying.

In some examples, the suspension controller 86 may receive the user orcargo information from one or more sensors. For example, one or moresensors, such as seat belt sensors, may provide, to the suspensioncontroller 86, information indicating the number of riders in thevehicle 10 (e.g., when a user puts on their seat belt, the seat beltsensor may provide information indicating the seat belt is engaged tothe suspension controller 86).

At step 706, the suspension controller 86 (e.g., the logic 722 and/or724) may determine the angular acceleration for the vehicle 10. Forexample, the logic 722 may filter the angular velocity and/or ratesreceived from a sensor, such as the IMU 37 and/or gyroscope 31. Thelogic 724 may differentiate the angular rates to determine the angularacceleration.

At step 708, the suspension controller 86 (e.g., the logic 732) maydetermine a first offset correction based on a distance between a sensor(e.g., the IMU 37, the chassis accelerometer 30, and/or the gyroscope31) and the CG of the vehicle 10. The CG of the vehicle 10 may bepre-programmed and/or pre-defined. Additionally, and/or alternatively,the suspension controller 86 (e.g., the logic 732) may determine thefirst offset correction based on a distance between a sensor (e.g., theIMU 37, the chassis accelerometer 30, and/or the gyroscope 31) and thesuspension controller 86.

At step 710, the suspension controller 86 (e.g., the logic 730) maydetermine a second offset correction based on the user and/or cargoinformation received at step 704. For example, based on the number ofusers, weight/mass of users, and/or weight/mass of the cargo, the logic730 may determine a second offset correction.

At step 712, the suspension controller 86 (e.g., the logic 726 and/or728) may determine an estimated acceleration at the CG of the vehicle10. For example, the logic 726 may receive information from the logic720 (e.g., the linear acceleration values), the logic 724 (e.g., thedetermined angular acceleration values), the logic 730 (e.g., the secondoffset based on the user or cargo information), and/or the logic 732(e.g., the first offset based on the sensor information). The logic 726may use a kinematics function to determine the 3-axis estimatedacceleration at the CG of the vehicle 10. The logic 726 may provide the3-axis estimated acceleration at the CG of the vehicle 10 to the logic728. Then, the method 700 may return to step 702, and may repeatcontinuously.

In some examples, the logic 726 may receive and/or store the 3-axis(e.g., x, y, and/or z-axis) estimated acceleration values at the CG ofthe vehicle 10. Additionally, and/or alternatively, the methods 400,500, and/or 700 may use the determined estimated acceleration values atthe CG of the vehicle 10 to execute corner condition modifiers (e.g.,step 418), brake condition modifiers (e.g., step 412), landing conditionmodifiers (e.g., step 415), and/or sand dune condition modifiers (e.g.,step 608). For example, the suspension controller 86 may use theestimated acceleration values at the CG of the vehicle 10 to determineand/or detect events (e.g., cornering events, braking events, landingevents, airborne events). Additionally, and/or alternatively, thesuspension controller 86 may use the estimated acceleration values atthe CG of the vehicle 10 to adjust the compression damping and/orrebound damping of the adjustable shock absorbers 18.

Changing Drive Modes, Active Vehicle Events, and Suspension ControllerArchitecture

FIG. 26 shows an exemplary flowchart describing the operation of thesuspension controller 86 when switching between driver modes. Forexample, an operator may use the operator interface 22 (e.g., a touchscreen) and/or a physical switch to adjust the driving modes. Forinstance, each driving mode may indicate a different compression and/orrebound damping setting. As will be explained below, the suspensioncontroller 86 may receive one or more user inputs, and based on the userinputs may change the driving modes. In response to changing the drivingmodes, the suspension controller 86 may provide one or more commands toadjust the compression and/or rebound damping for the adjustable shockabsorbers 18. FIG. 26 will be described with reference to FIGS. 27 and28 below.

FIG. 27 shows an exemplary physical switch 820 for adjusting drivingmodes. In some examples, the physical switch 820 may be located on asteering wheel, such as the steering wheel 226. The physical switch 820may be operatively coupled to and/or communicate with the suspensioncontroller 86. For example, the suspension controller 86 may receiveuser input from the physical switch 820. The switch 820 may include anincrease mode (+) button 822 (e.g., a first mode changing input device),a decrease mode (−) button 824 (e.g., a second mode changing inputdevice), and/or an instant compression switch 826. When actuated and/orpressed by a user, the instant compression switch 826 may provideinformation to the suspension controller 86. Based on the informationfrom the instant compression switch 826, the suspension controller 86may provide momentary stiffness to the adjustable shock absorbers 18. Inother words, the suspension controller 86 may increase and/orsignificantly increase the compression damping of the adjustable shockabsorbers 18 for a brief time duration.

FIG. 28 shows an exemplary graphical user interface 830. The graphicaluser interface 830 may be displayed on an interface, such as theoperator interface 22. For example, the suspension controller 86 maycause display of the graphical user interface 830 on the operatorinterface 22. The graphical user interface 830 may include one or moremodes, such as a first driver mode 832, a second driver mode 834, athird driver mode 836, and/or a fourth driver mode 838. The graphicaluser interface 830 is merely exemplary, and the suspension controller 86may include multiple driver modes, including more or less than fourdriver modes. As will be explained below, the suspension controller 86may receive multiple user inputs, and may adjust the compression and/orrebound damping characteristics based on the number of received userinputs. Exemplarily driving modes may include, but are not limited to, acomfort mode, a rough trial mode, a handling mode, and/or a rock crawlmode.

In operation, at step 802, the suspension controller 86 may determinewhether it has received a first user input from the physical switch 820.For example, a user may press (e.g., actuate) the increase mode (+)button 822 and/or the decrease mode (−) button 824. The physical switch820 may provide information indicating the actuation of the increasemode (+) button 822 and/or the decrease mode (−) button 824. If thesuspension controller 86 has received a first user input, then themethod 800 may move to step 804. If not, then the method 800 may remainat step 802.

At step 804, the suspension controller 86 may cause display of thedriving modes on an operator interface, such as operator interface 22.For example, based on receiving the first user input from the physicalswitch 820, the suspension controller 86 may cause display of thegraphical user interface 830 on the operator interface 22. Additionally,and/or alternatively, the graphical user interface 830 may indicate acurrent selected driver mode.

At step 806, the suspension controller 86 may determine whether it hasreceived a new user input. For example, initially, when the suspensioncontroller 86 receives the first user input, the suspension controller86 might not change the current driving mode, such as the second drivermode 834. Instead, the suspension controller 86 may change the currentdriving mode if it receives two or more user inputs (e.g., the firstuser input and one or more new user inputs). For example, at step 802,the suspension controller 86 may receive a first user input indicatingan actuation of the increase mode (+) button 822 and/or the decreasemode (−) button 824. At step 806, the suspension controller 86 mayreceive a new user input indicating a second actuation of the increasemode (+) button 822 and/or the decrease mode (−) button 824.

At step 808, based on the new user input, the suspension controller 86may change the requested driving mode. For example, after receiving thenew user input (e.g., a second actuation of button 822 and/or button824), the suspension controller 86 may change the requested driving modeto a higher or lower driving mode. For instance, if the current drivingmode is the second driver mode 834 and the suspension controller 86receives an activation of button 822 at step 806, the suspensioncontroller 86 may change the requested driving mode to the third drivermode 836. If the suspension controller 86 receives an activation ofbutton 824, the suspension controller 86 may change the requesteddriving mode to the first driver mode 832. The method 800 may move backto step 806, and repeat. In the next iteration, the suspensioncontroller 86 may receive another new user input (e.g., a thirdactuation of the button 822 and/or button 824). At step 808, thesuspension controller 86 may change the requested driving mode againbased on whether button 822 or button 824 was actuated.

In some instances, prior to changing the driving modes and/or adjustingthe adjustable shock absorbers 18, the suspension controller 86 maydetermine whether an event described above, such as a cornering event, abraking event, an airborne event, and/or a landing event, is occurring.If the suspension controller 86 determines an event is occurring, thesuspension controller 86 may delay and/or not change the active drivingmode until the event has ended. For example, if the requested drivingmode is the second driver mode 834 and an event occurs, the suspensioncontroller 86 may delay and/or not change to the active driver mode(e.g., the second driver mode 834) until the event ends.

Referring back to step 806, if the suspension controller 86 does notreceive a new input, the method 800 may move to step 810. At step 810,the suspension controller 86 may determine whether the amount of timethat it has not received a new user input exceeds a timer, such as threeseconds. If it has not exceeded the timer, then the method 800 may moveback to 806. If it has exceeded the timer, then the method may move tostep 802, and repeat. In other words, after a period of time (e.g., 3seconds), the change driving mode feature may time out, and the user mayneed to provide another first input to begin the process again ofswitching driver modes.

In some examples, the suspension controller 86 may include a wall forthe highest and lowest driving modes (e.g., the first driver mode 832and fourth driver mode 838). For example, if the current driving mode isthe second driver mode 834 and the suspension controller 86 receivesmore than two user inputs, the suspension controller 86 may change therequested driving mode to the highest driving mode, such as the fourthdriver mode 838, and remain at the highest driving mode regardless ofadditional user inputs. In other words, even if a user actuates theincrease mode (+) button 822 ten times, the suspension controller 86 maycontinue to select the highest driving mode (e.g., the further drivermode 838).

In some examples, the controller 20 may include a steering controller102 (e.g., a power steering controller). The steering controller 102 mayinclude a plurality of power steering modes for the vehicle 10. Based onthe method 800, the suspension controller 86 may determine a drivingmode (e.g., a suspension mode and/or a power steering mode) as describedabove. The suspension controller 86 may adjust the adjustable shockabsorbers 18 based on the driving mode. Additionally, and/oralternatively, the suspension controller 86 may provide the driving mode(e.g., the power steering mode) to the steering controller 102. Thesteering controller 102 may change the power steering characteristicsbased on the received driving mode from the suspension controller 86. Insome instances, each suspension mode corresponds to one or more powersteering modes. As such, by the operator selecting a suspension mode(e.g., using method 800), the operator may also select a correspondingpower steering mode. Thus, the suspension controller 86 may provide theselected driving mode to the steering controller 102, and the steeringcontroller 102 may implement the power steering mode characteristics.

Push and Pull Instant Compression Button Activation

The vehicle 10 may include a sensor on the steering shaft (e.g., a shaftconnecting the steering wheel, such as steering wheel 226, to thevehicle frame). The sensor, such as a strain gauge or a spring-loadedcontact sensor, may detect a force (e.g., a push or pull) on thesteering wheel 226. The sensor may be operatively coupled to and/orcommunicate with the suspension controller 86, and may provideinformation indicating the push or pull on the steering wheel 226 to thesuspension controller 86.

The suspension controller 86 may receive the information indicating thepush or pull (e.g., the force exerted on the steering wheel 226), andcompare the force exerted on the steering with a threshold. Based on thecomparison, the suspension controller 86 may provide one or morecommands to momentarily increase the compression damping (e.g., set thecompression damping to a stiff damping level) for the adjustable shockabsorbers 18. In other words, instead of using a button, such as theinstant compression switch 826 shown on FIG. 27, an operator may push orpull the steering wheel 226 to cause a momentary stiff compressiondamping for the adjustable shock absorbers 18.

Egress Aid

FIG. 29 shows an exemplary flowchart describing a method forimplementing egress aid for a vehicle. For example, an operator may seekto exit the vehicle, such as vehicle 10. In such examples, thesuspension controller 86 may reduce the damping (e.g., the compressiondamping) for the adjustable shock absorbers 18, causing the vehicle 10to lower in height. By lowering the vehicle height, the operator maymore easily exit the vehicle 10.

In operation, at step 902, the suspension controller 86 may receiveinformation (e.g., inputs) from one or more entities (e.g., sensors,devices, and/or subsystems) of vehicle 10. For example, the suspensioncontroller 86 may receive (e.g., retrieve and/or obtain) information(e.g., data packets and/or signals indicating sensor readings) from theone or more sensors, devices, and/or subsystems.

At step 904, the suspension controller 86 may determine whether theoperator is going to (e.g., intending to) exit the vehicle 10. Forexample, the suspension controller 86 may receive, from the gearselection sensor 38, information indicating the vehicle has shifted topark. Based on the information, the suspension controller 86 maydetermine the operator is intending to exit the vehicle 10 and themethod 900 may move to step 906. If not, the method 900 may move to step902.

In some instances, the suspension controller 86 may determine theoperator is intending to exit the vehicle based on the engine speed. Forexample, the suspension controller 86 may receive information indicatingthe engine speed is zero or substantially zero. As such, the suspensioncontroller 86 may determine the operator is intending to exit thevehicle. In some examples, the suspension controller 86 may determinethe operator is intending to exit the vehicle based on informationindicating a vehicle key in the off position and/or a vehicle speed(e.g., from the vehicle speed sensor 26).

In some variations, the suspension controller 86 may receive informationindicating the vehicle 10 is operating in the rock crawling modedescribed above. In the rock crawling mode, the vehicle speed may be lowand/or substantially zero and/or may be over a rock. As such, based onthe vehicle 10 operating in the rock crawling mode, the suspensioncontroller 86 may determine to deactivate the egress aid (e.g., to notcause the vehicle 10 to become stuck), and the method 900 may move backto step 902.

At step 906, the suspension controller 86 may adjust the compressiondamping of the adjustable shock absorbers 18. For example, thesuspension controller 86 may reduce the compression damping of theadjustable shock absorbers 18. By reducing the compression damping, thevehicle 10 may provide egress aid to the operator (e.g., based onlowering the height of the vehicle 10).

Sway Bar

FIG. 30 illustrates a representative view of a sway bar of a vehicle,such as vehicle 10. For example, the vehicle 10 may include a sway bar1005. Further, the sway bar 1005 may include one or more sway baradjustable shock absorbers 1010. The sway bar adjustable shock absorber1010 may be coupled to the sway bar 1005 and a steering bar 1015. Thesway bar 1005 may be in the rear of the vehicle, and located close to arear adjustable shock absorber, such as shock absorber 18 c. Further,the vehicle 10 may include more than one sway bar 1005 and/or sway baradjustable shock absorber 1010. For example, on the other side of thevehicle 10 (e.g., the side with the adjustable shock absorber 18 d), thevehicle 10 may include a second sway bar 1005 and/or a second sway baradjustable shock absorber 1010.

Also, similar to the adjustable shock absorbers 18, the suspensioncontroller 86 may provide one or more commands to adjust the dampingcharacteristics of the sway bar adjustable shock absorbers 1010. Forexample, referring to FIG. 11, in response to detecting a corneringevent, the suspension controller 86 may provide one or more commands toincrease and/or engage the compression damping for the sway baradjustable shock absorbers 1010. Additionally, and/or alternatively, thesuspension controller 86 may provide different damping characteristicsbased on the driving modes. For instance, in some driving modes, thesuspension controller 86 may increase and/or engage the compressiondamping for the sway bar adjustable shock absorbers 1010 in response todetecting events. In other driving modes, the suspension controller 86might not increase nor engage the compression damping for the sway baradjustable shock absorbers 1010 in response to detecting events. Forexample, referring to FIG. 26, based on changing the driving modes, thesuspension controller 86 may provide one or more commands to adjust thecompression and/or rebound damping for the sway bar adjustable shockabsorbers 1010.

Exemplary sway bars are described in U.S. Pat. No. 9,365,251 (filed Jun.14, 2016, titled Side-by-side vehicle), which is assigned to the presentassignee and the entire disclosure is expressly incorporated byreference herein.

FIG. 31 illustrates a view of an exemplary vehicle 1100, such as asnowmobile. Vehicle 1100, as illustrated, includes a plurality of groundengaging members 12. Illustratively, the ground engaging members 12 arethe endless track assembly 1108 and a pair of front skis 1112 a and 1112b. The endless track assembly 1108 is operatively coupled to powersystem 60 (see FIG. 4) to power the movement of vehicle 1100. Thevehicle may also include a seat 1102 and a seat surface 1104. Also, thevehicle may include handlebars 1106.

Further, the suspensions 1114 and 1116 are coupled to the frame of thevehicle 1100 and the pair of front skis 1112 a and 1112 b. Thesuspensions 1114 and 1116 may include adjustable shock absorbers, suchas the adjustable shock absorber 1110. Also, the endless track assembly1108 may also be coupled to one or more suspensions and/or adjustableshock absorbers.

The vehicle 1100 may be the same and/or include components of vehicle10. For example, the vehicle 1100 may include the plurality of vehiclecondition sensors 40 described above, and may also include one or morecontrollers, such as the suspension controller 86. The suspensioncontroller 86 may receive information from the plurality of vehiclecondition sensors 40. Using the received information, the suspensioncontroller 86 may adjust the compression and/or rebound damping of theadjustable shock absorbers, such as adjustable shock absorber 1110 asdescribed above. Additional details regarding vehicle 1100 are providedin U.S. Pat. Nos. 9,809,195 and 8,994,494, assigned to the presentassignee, the entire disclosures of which are expressly incorporated byreference herein.

In embodiments, substantially zero is any value which is effectivelyzero. For example, a substantially zero value does not provide anappreciable difference in the operation compared to when the value iszero.

The above detailed description of the present disclosure and theexamples described therein have been presented for the purposes ofillustration and description only and not by limitation. It is thereforecontemplated that the present disclosure covers any and allmodifications, variations or equivalents that fall within the scope ofthe basic underlying principles disclosed above and claimed herein.

What is claimed is:
 1. A recreational vehicle, comprising: a pluralityof ground engaging members; a frame supported by the plurality of groundengaging members; a plurality of suspensions, wherein each of theplurality of suspensions couples a ground engaging member, from theplurality of ground engaging members, to the frame, wherein theplurality of suspensions includes a plurality of adjustable shockabsorbers; at least one sensor positioned on the recreational vehicleand configured to provide acceleration information to a controller; andthe controller operatively coupled to the at least one sensor and theplurality of adjustable shock absorbers, wherein the controller isconfigured to: receive, from the at least one sensor, the accelerationinformation; determine, based on the acceleration information, anorientation of the vehicle; and provide, to at least one of theplurality of adjustable shock absorbers and based on the orientation ofthe vehicle, one or more commands to result in an adjustment of adamping characteristic of the at least one of the plurality ofadjustable shock absorbers.
 2. The recreational vehicle of claim 1,wherein the at least one sensor comprises at least one of: anaccelerometer or an inertial measurement unit (IMU).
 3. The recreationalvehicle of claim 1, further comprising: an operator interface configuredto provide one or more user inputs indicating mode selections to thecontroller, and wherein the controller is configured to provide the oneor more commands to result in the adjustment of the dampingcharacteristic based on receiving, from the operator interface, userinput indicating a selection of a rock crawler mode.
 4. The recreationalvehicle of claim 3, wherein the at least one sensor comprises a secondsensor configured to provide vehicle speed information to thecontroller, and wherein the controller is further configured to:receive, from the second sensor, vehicle speed information indicating avehicle speed of the recreational vehicle; and in response todetermining that the vehicle speed is greater than a threshold,transitioning the vehicle from the rock crawler mode to a differentoperating mode.
 5. The recreational vehicle of claim 1, wherein thecontroller is further configured to: determine, based on theacceleration information, a longitudinal acceleration and a lateralacceleration of the recreational vehicle; determine, based on thelongitudinal acceleration and the lateral acceleration, a pitch angleand a roll angle of the recreational vehicle, and wherein the controlleris configured to determine the orientation of the recreational vehiclebased on the pitch angle and the roll angle.
 6. The recreational vehicleof claim 5, wherein the controller is further configured to: determine,based on the longitudinal acceleration and the lateral acceleration,that the orientation of the recreational vehicle is on flat ground; andprovide, based on the determination that the recreational vehicle is onflat ground, one or more commands to result in an increase of acompression damping characteristic and a decrease of a rebound dampingcharacteristic for the at least one of the plurality of adjustable shockabsorbers.
 7. The recreational vehicle of claim 5, wherein thecontroller is further configured to: determine, based on thelongitudinal acceleration and the lateral acceleration, at least oneuphill adjustable shock absorber and at least one downhill adjustableshock absorber from the plurality of adjustable shock absorbers; andprovide, to the at least one uphill adjustable shock absorber, one ormore commands to result in an increase of a rebound dampingcharacteristic and a decrease of a compression damping characteristic.8. The recreational vehicle of claim 5, wherein the controller isfurther configured to: determine, based on the longitudinal accelerationand the lateral acceleration, at least one uphill adjustable shockabsorber and at least one downhill adjustable shock absorber from theplurality of adjustable shock absorbers; and provide, to the at leastone downhill adjustable shock absorber, one or more commands to resultin an increase of a compression damping characteristic.